JPH0944250A - Method and device for operation control over unmanned travel vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify operation control at a confluence intersection by storing intersection data in the controller on the unmanned travel vehicle and controlling its travel while deciding whether or not there is a radio signal related to the confluence intersection from other unmanned travel vehicles. SOLUTION: The unmanned travel vehicle is provided with a radio transmitter receiver 45 which has a plurality of channels and receives a plurality of kinds of radio signals, confluence intersections in a guide course are numbered in order, and intersection data I on the relation between the number of the confluence points and the intersection number array and intersection data II showing the relation between the intersection numbers and the channel numbers of radio signals are generated and stored in the controller 40. When an unmanned travel vehicle comes to a confluence intersection, it is allowed to travel continuously unless the radio transmitter receiver 45 receives a radio signal related to the confluence intersection point from other unmanned travel vehicles, but stops until the sent radio signal is ceased if the signal is received and then starts traveling thereafter. Consequently, trouble such as a collision between unmanned travel vehicles can be prevented and smooth operation is enabled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a taxiway in which a plurality of routes for driving an unmanned vehicle planned in a predetermined area such as a factory are combined, and two routes merge into the taxiway. An operation control method and operation control device for an unmanned vehicle that controls a plurality of unmanned vehicles that operate on a taxiway that has a confluence intersection and a plurality of stations that stop the unmanned vehicle and perform a predetermined work In particular, the present invention relates to an operation control method and an operation control device for an unmanned traveling vehicle that prevents a collision between two unmanned traveling vehicles at a junction intersection in a taxiway.

[0002]

2. Description of the Related Art Conventionally, an operation control method for an unmanned vehicle of this type, that is, a method for knowing the position of a merging intersection and a method for causing an unmanned vehicle to travel at a merging intersection position so that they do not collide with each other, is provided outside the taxiway. The provided ground base station wirelessly notifies each unmanned traveling vehicle of its operation state, and the operation of the unmanned traveling vehicle is controlled based on the transmitted content. Further, as another operation control method for unmanned vehicles, a control panel is provided at the junction intersection position, the position information of the junction intersection and the operation control information at the junction intersection are transmitted to the unmanned vehicle, and the unmanned vehicle is based on the transmission result. The operation control of the traveling vehicle was being performed.

[0003]

However, in the case of the operation control method of the former unmanned vehicle, the installation cost is increased by providing the ground base station, and the change of the communication software in changing the layout of the taxiway is complicated. Met. Further, in the case of the latter control method, since it is necessary to provide a control panel for each intersection, the equipment cost becomes high,
There was a problem that the cost for relocating the control panel etc. when changing the layout was high. The present invention is intended to solve such a problem, and provides an operation control method and an operation control device for an unmanned vehicle capable of easily and inexpensively traveling an unmanned vehicle at a junction intersection position of taxiways. With the goal.

[0004]

Means for Solving the Problems and Effects of the Invention In order to achieve the above object, the structural feature of the invention according to claim 1 is that a plurality of planned unmanned vehicles are driven in a predetermined area. Is a taxiway with a combination of two routes, where a confluence intersection where the two routes merge is provided, and a taxiway is provided with a plurality of stations for stopping the unmanned vehicle and performing predetermined work. An operation control method for an unmanned vehicle that controls a plurality of unmanned traveling vehicles, wherein the unmanned vehicle has a plurality of channels for transmitting radio signals of a plurality of types of frequencies and a radio signal of a plurality of types of frequencies. By providing a wireless transmission / reception device for identifying and receiving information, the taxiway is divided into a plurality of areas consisting of one or more stations, and confluence intersection numbers are sequentially assigned to the confluence intersections. The number of confluence intersections in and between the two regions of each set and the positions of the confluence intersections sequentially numbered from the predetermined reference station position are selected for a plurality of groups selected and combined. Intersection data I indicating a relationship with the intersection number array shown, and intersection data II indicating a relationship between the intersection number and a channel number indicating a unique frequency channel of a wireless transmission / reception signal used within a predetermined range including the intersection. Is created and stored in the control device provided in the unmanned vehicle, and the intersection detection means provided in the unmanned vehicle at the intersection from the designated traveling start station position to the traveling end station position of the unmanned vehicle Is detected, the position of the merging intersection is specified by the controller based on the intersection data I for the detected merging intersection, and the specified merging intersection is detected. At the point position, based on the intersection data II, it is determined whether or not a wireless signal related to a merged intersection from another unmanned traveling vehicle is transmitted by the wireless transmission / reception device, and if there is no transmission, the unmanned traveling vehicle is transmitting the wireless signal. When the wireless signal is transmitted, the unmanned vehicle is controlled to be stopped until the transmission is stopped.

By configuring the invention according to claim 1 as described above, when the unmanned traveling vehicle encounters the confluence intersection, the wireless transmission / reception device transmits a radio signal related to the confluence intersection from another unmanned traveling vehicle. When the vehicle does not receive the signal, the vehicle continues traveling as it is, and when the vehicle receives the transmission, the vehicle stops until the transmission stops, and then the vehicle starts traveling. for that reason,
A trouble such as a collision between unmanned traveling vehicles can be prevented at the confluence, and the unmanned traveling vehicles can be smoothly operated without wasting time. Further, the operation control can be easily performed only by storing the intersection data I and II in the control device, and the control cost can be reduced. Furthermore, since the channel of the radio signal for stopping the unmanned vehicle is a dedicated channel which is distinguished for each confluence intersection, it does not interfere with the channels at other confluence intersections, so that stable intersection control can be performed. Also, for changes in the operation system,
Since it is only necessary to change the intersection data and the change procedure is simple, the system can be changed easily and inexpensively.

[0006] The structural feature of the invention according to claim 2 is that, in the operation control method for an unmanned vehicle according to claim 1, at least one of the merging intersections is unmanned to one route. When the intersection is a specific confluence intersection having a specific route that may collide with another unmanned vehicle due to the entry of a traveling vehicle, one or two pieces of data transmitted / received in the channel number corresponding to the intersection number are included in the intersection data II. The number of data representing which of the two is the first data corresponding to the forward movement of the unmanned vehicle and the second data corresponding to the reverse traveling when the number of data is two; In addition to specific route data indicating that it is a specific route, if the unmanned vehicle does not enter the specific route,
When the unmanned traveling vehicle receives the first data, the unmanned traveling vehicle moves forward while transmitting the second data, and when the unmanned traveling vehicle receives the second data, the unmanned traveling vehicle stops and tries to enter the specific route. In this case, when the unmanned vehicle receives the first data or the second data, the unmanned vehicle stops, and when the unmanned vehicle does not receive the first data and the second data, control the unmanned vehicle to enter a specific route. It is in.

By configuring the invention according to claim 2 as described above, for example, after an unmanned vehicle has passed through a confluence intersection by forward movement and stopped at a station on a particular route that has entered, and the processing there is completed, Data sent and received on a channel number on a specific route when it includes a switchback route that is defined to pass the converging intersection in a backward direction and stop at a virtual station, and then travel forward to a destination station in another area. The number is set to two, and the first data corresponds to the forward movement of the unmanned vehicle and the second data corresponds to the backward movement. When the unmanned traveling vehicle does not enter the specific route, the unmanned traveling vehicle moves forward while transmitting the second data when the unmanned traveling vehicle receives the first data, and when the unmanned traveling vehicle receives the second data, the unmanned traveling vehicle I tried to stop. In addition, when the unmanned traveling vehicle tries to enter the specific route, when the unmanned traveling vehicle receives the first data or the second data, the unmanned traveling vehicle stops, and when the first data and the second data are not received. The unmanned vehicle will enter a specific route. As a result, the effect of the invention according to claim 1 is obtained, and when the unmanned traveling vehicle does not enter the specific route, when the unmanned traveling vehicle receives the first data, the unmanned traveling vehicle transmits the second data. Since the vehicle can move forward, it is possible to measure the smooth progress of the unmanned vehicle without spending unnecessary waiting time.

Further, the structural feature of the invention according to claim 3 is a taxiway in which a plurality of routes for driving unmanned vehicles planned in a predetermined area are combined, and two taxiways are provided in the taxiway. There is a confluence intersection where two routes meet, and multiple unmanned vehicles that operate on taxiways that have multiple stations that stop unmanned vehicles and perform certain tasks are operated. An operation control device for an unmanned vehicle that controls a wireless transmission / reception device that has a plurality of channels that emit wireless signals of a plurality of types of frequencies, and that identifies and receives wireless signals of a plurality of types of frequencies; The road is divided into a plurality of areas consisting of one or more stations, and the junction numbers are attached to the junctions.
For a plurality of sets in which two areas are selected and combined from a plurality of areas, the number of confluence intersections in and between the two areas of each set and the number sequentially from a predetermined reference station position The intersection data I indicating the relationship with the intersection number array indicating the position of the merge intersection marked with, and the channel number indicating the specific frequency channel of the radio transmission / reception signal used within a predetermined range including the intersection with respect to the intersection number Intersection data storage means for storing intersection data II indicating the relationship between the intersection data and the intersection data storage means, and intersection detection means for detecting each confluence intersection in the process from the designated travel start station position to the travel end station position of the unmanned vehicle. , A confluence intersection for identifying the confluence intersection position based on the intersection data I and the intersection data I detected by the intersection detection means The determining means determines whether or not a wireless signal related to a merged intersection from another unmanned vehicle is transmitted by the wireless transceiver based on the intersection data II at the identified merged intersection position. There is provided first traveling control means for controlling the unmanned traveling vehicle to proceed while transmitting the signal and stopping the unmanned traveling vehicle until the transmission of the wireless signal is stopped.

By configuring the invention according to claim 3 as described above, similar to the effect of the invention according to claim 1, it is possible to prevent troubles such as collision between unmanned vehicles at a junction. , The operation of unmanned vehicles can be performed smoothly without wasting time. Further, the operation control device can be easily performed by only storing the intersection data I and II in the intersection data storage means.
The control cost can be reduced. Furthermore, since the channel of the wireless signal of the wireless transmission / reception device is a dedicated channel that is distinguished for each confluence intersection, it does not interfere with the channels at other confluence intersections, so stable intersection control can be performed. Further, even when the operation system is changed, it is only necessary to change the contents stored in the intersection data storage means and the change procedure is simple, so that the system can be changed easily and inexpensively.

Further, the constructional feature of the invention according to claim 4 is that, in the operation control device for an unmanned vehicle according to claim 3, at least one of the merging intersections is unmanned to one of the routes. When the vehicle is a specific confluence intersection having a specific route that may collide with another unmanned vehicle due to the entry of a traveling vehicle, the intersection data II stored in the intersection data storage means includes transmission / reception at the channel number with respect to the intersection number. The number of data to be represented is one or two, and either the first data corresponding to the forward movement of the unmanned vehicle and the second data corresponding to the backward movement when the number of data is two. When the unmanned traveling vehicle does not enter the specific route when the unmanned traveling vehicle receives the first data, the unmanned traveling vehicle is added when the unmanned traveling vehicle does not enter the specific route. Travels while transmitting the second data,
When the unmanned traveling vehicle stops when the second data is received, and when the unmanned traveling vehicle tries to enter the specific route, when the unmanned traveling vehicle receives the first data or the second data, the unmanned traveling vehicle stops, The second travel control means is provided to control the unmanned vehicle to enter the specific route when the first data and the second data are not received.

By configuring the invention according to claim 4 as described above, as shown in the effect of the invention according to claim 2, when the specific route is the switchback route,
Based on the intersection data II, if the unmanned traveling vehicle does not enter the switchback route under the control of the second traveling control means, the unmanned traveling vehicle receives the first data, and when the unmanned traveling vehicle receives the second data. Is transmitted, and the unmanned vehicle is stopped when the second data is received.
When the unmanned vehicle tries to enter the switchback route, when the unmanned vehicle receives the first data or the second data, the unmanned vehicle is stopped and the first data and the second data are not received. The driverless vehicle was made to enter the switchback route. As a result, the effect of the invention according to claim 3 is obtained, and when the unmanned traveling vehicle does not enter the specific route, when the unmanned traveling vehicle receives the first data, the unmanned traveling vehicle transmits the second data. Since the vehicle can move forward, it is possible to measure the smooth progress of the unmanned traveling vehicle without spending unnecessary waiting time.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a perspective view schematically showing an unmanned vehicle according to one embodiment. 3 and FIG. 3 are a plan view and a left side view of the same unmanned vehicle with a conveyed object mounting plate, which will be described later, removed. Below, decide the left and right while viewing the unmanned vehicle from above,
According to this, the positional relationship of the unmanned vehicle will be described. The unmanned vehicle is provided with a box-shaped trolley 10. The trolley 10 is provided with a horizontally-carried load carrying plate 10a, front and rear plates 10b and 10c provided at front and rear ends, and right side plates provided at both ends. 10
d and the left side plate 10e are provided. A control box 10f is provided on the rear side of the transported object mounting plate 10a. A rear partition plate 10g and a front partition plate 10h are provided inside the trolley 10, and both partition plates 10g,
By 10h, the trolley 10 has three spaces R1, R2,
Separated into R3.

As shown in FIG. 2, rotating shafts 11a and 11b are provided at both front and rear intermediate portions of the right side plate 10d and the left side plate 10e so as to penetrate through both side plates, and bearings 10d1 and 10e1 provided on both side plates. It is rotatably supported by. At the outer ends of both rotary shafts 11a and 11b, the right drive wheel (R
W) 12a and left drive wheel (LW) 12b are fixed, and pulleys 13a, 1 are attached to the inner ends of the rotating shafts 11a, 11b.
3b is fixed. As shown in FIG. 2, a front mounting plate 14a is provided inside the center of the front partition plate 10h, and the front mounting plate 14a has a right DC motor 15a.
Has been fixed. Rotating shaft 15 of right DC motor 15a
a1 is rotatably inserted in a bearing 10d2 provided on the right side plate 10d. A pulley 16a is provided at an intermediate portion of the rotary shaft 15a1. And the pulley 16
A belt 17a is wound around a and the pulley 13a of the rotary shaft 11a, and the rotational force of the right DC motor 15a is transmitted to the right drive wheel 12a.

The inside of the center of the rear partition plate 10g is shown in FIG.
As shown in, the rear mounting plate 14b is provided, and the left side DC motor 15b is fixed to the rear mounting plate 14b. The rotary shaft 15b1 of the left DC motor 15b is rotatably inserted in a bearing 10e2 provided on the left side plate 10e. The pulley 1 is provided in the middle of the rotating shaft 15b1.
6b is provided. A belt 17b is wound around the pulley 16b and the pulley 13b of the rotary shaft 11b, and the rotational force of the left DC motor 15b is applied to the left drive wheel 12.
b is transmitted. The pulley 13
a, 16a, 13b, 16b and belts 17a, 17b
Alternatively, a combination of a sprocket and a chain may be used. Further, in some cases, the rotation shaft of the motor and the shaft of the drive wheel may be directly connected.

As shown in FIGS. 2 and 3, a bracket 21a for supporting the shaft 22a is provided at the left and right center of the space R1 side of the front partition plate 10h. A link 23a is rotatably provided on the shaft 22a.
A bracket 24a1 for supporting the auxiliary wheel 24a at the tip of the
Is provided. A shock absorber 25a is provided between the lower end of the bracket 24a1 and the conveyed article mounting plate 10a for absorbing the impact when the conveyed article is mounted. In the left and right center of the space R3 side of the rear partition plate 10g,
A bracket 21b that supports the shaft 22b is provided. A link 23b is rotatably provided on the shaft 22b, and a bracket 24b1 for supporting the auxiliary wheel 24b is provided at the tip of the link 23b. And, between the lower end of the bracket 24b1 and the transported object mounting plate 10b,
Shock absorber 2 for absorbing shocks when loading goods
5b is provided.

At the inner lower end position of the front side plate 10b, as shown in FIG. 1 and FIG.
The forward stop sensor 32a and the forward section sensor 33
a is provided. As shown in FIG. 4, the forward branch sensor 31a includes a magnetic induction band M for guiding the traveling of the unmanned vehicle.
This is a magnetic sensor for detecting a forward branch mark BM1 made of a magnetic tape, which is provided immediately before a position where I (hereinafter referred to as a guide band MI) branches. The forward stop sensor 32a is
As shown in FIG. 5A, it is a sensor that detects a stop mark TM formed of a magnetic tape indicating the position where the unmanned vehicle stops at the stations S1 and S2, and is a magnetic sensor similar to the forward branch sensor 31a. As shown in FIG. 5A, the forward section sensor 33a detects a section mark SM made of a magnetic tape that indicates a boundary between sections, which is a unit of the stations S1 and S2 where the unmanned vehicle performs a predetermined work. It is a magnetic sensor similar to the forward branch sensor 31a and the forward stop sensor 32a. The forward branch sensor 31a, the forward stop sensor 32a, and the forward section sensor 33a are used to execute the operation system of the unmanned vehicle. Note that FIGS. 4B and 5B correspond to FIGS.
It is a course design drawing of the construction drawing shown in (a).

As shown in FIG. 2, the rear plate 10c of the unmanned vehicle is provided with a reverse branch sensor 31b for reverse, a reverse stop sensor 32b, and a reverse section sensor 33b. These reverse sensors are similar to the forward sensors. The reverse stop sensor 32b and the reverse section sensor 33b are the forward stop sensor 32a.
And the forward section sensor 33a are arranged on the same line, and the same stop mark TM and section mark SM attached to the floor are detected. However, as shown in FIG. 2, the backward branch sensor 31b is arranged closer to the right side of the carriage than the forward branch sensor 31a, and is provided outside the forward branch mark BM1 as shown in FIG. 4 (a). The backward branch mark BM2 thus obtained is detected.

Further, at the center lower end position of the front side plate 10b,
A forward guide sensor 34a is provided, and the rear side plate 10
The reverse guide sensor 34b is provided at the inner lower end position in the center of c.
Is provided. The guide sensors 34a and 34b are 1
It consists of six (16-bit) magnetic sensors arranged in a row in a row. It detects the induction zone MI attached to the floor surface to guide the unmanned vehicle and cooperates with the control circuit to drive the unmanned vehicle. Normal running mode that detects the normal running state of the vehicle, right branch merging mode that detects the right branch merging running state, left branch merging mode that detects the left branch merging running state, and straight branch merging running state It controls the straight-branch merging mode.

Further, as shown in FIGS. 1 and 2, a forward speed reduction sensor 35a is provided at the left side of the forward guide sensor 34a at the inner lower end position of the front side plate 10b. The forward deceleration sensor 35a is a sensor for detecting the deceleration mark GM1 made of a magnetic tape provided in front of the position where the unmanned vehicle stops, and is a magnetic sensor like the forward branch sensor 31a. By detecting this deceleration mark GM1,
An unmanned vehicle is decelerated from a normal traveling speed (first speed) to a half traveling speed (second speed). In addition, the forward deceleration sensor 35
As shown in FIG. 6, as another role of a, the deceleration mark GM1 and the stop mark TM are provided as a pair at the same position on the guideway, and the forward deceleration sensor 35a and the forward stop sensor 32a simultaneously stop the deceleration mark GM1 and stop, respectively. The intersection is detected by detecting the mark TM. That is, the pair of the deceleration mark GM1 and the stop mark TM is used as an intersection mark. A reverse deceleration sensor 35b is also provided at the left position of the reverse guide sensor 34b at the inner lower end of the rear plate 10c. As shown in FIG. 2, the reverse deceleration sensor 35b is located closer to the left side of the carriage than the forward deceleration sensor 35a, and detects a reverse deceleration mark GM2 provided outside the forward deceleration mark GM1. .

As shown in FIG. 1, the control box 10f on the rear side of the article mounting plate 10a is provided with a display plate 37 for displaying the contents received by the communication device 44 and the like. Further, a confirmation lamp 38 for confirming whether or not the unmanned traveling vehicle is located on the traveling route is provided in the vicinity of the display plate 37.

Here, a course design drawing of the multi-point stop operation system for the unmanned vehicle according to this embodiment will be described with reference to FIG. FIG. 7 shows an example of a traveling course of an unmanned vehicle. The illustrated loop shows a traveling path of the unmanned traveling vehicle, a traveling arrow showing the traveling direction is shown in the traveling path, and a square 7 Stations ST (hereinafter, simply referred to as ST) for stopping unmanned traveling vehicles at some places are arranged (in FIG. 7, the station ST is referred to as S). Then, ST1 is the home base H.264. Defined as B. ST7 is a virtual station used for switchback travel. The branch points are at three points B0 to B2, as shown by white circles and black circles in FIG. Each branch point is marked with a white circle when traveling in the forward mode (forward / backward data = 1) and a black circle when traveling in the reverse mode (forward / backward data = 2). Here, in the case of the forward mode (forward / backward data = 1), the forward branch sensor 31a detects the forward branch mark BM1 at the white circle position in FIG. 7, and in the case of the reverse mode (forward / backward data = 2), Reverse branch sensor 31
b detects the backward branch mark BM2 of the black circle position in FIG.

A section from one branch point to the next branch point along the traveling arrow is defined as a branch BR. In the present embodiment, the B2-B0 section shown in FIG. 7 has one branch, the B1-B3 section has two branches, and the B1-B2 section has three branches.
The branch, the B0 to B2 section is defined as 4 branches, and the B0 to B1 section is defined as 5 branches. Section SE is defined as a group of STs provided in each branch BR, and FIG.
In, for example, ST3 and ST4 are one section, and this is shown in front of ST3 and 4 with section marks having white circles at both ends orthogonal to the traveling path. Section SE is a section from the first section mark to the next section mark from an arbitrary branch point in the direction of the arrow to a section 1, a section to the next section is a section 2 and the sequence proceeds in the direction of the arrow. Number with. That is, in branch 1, the portion including ST1 (H.B) is section 1, and ST2 is section 2
, ST3,4 are section 1, ST5, S
T6 is section 1. Switchback ST7 of branch 5 is section 1. Here, symbols are used in FIG. 7 to clearly indicate branches and sections. The symbol is that a triangle is provided on a square, a branch is marked on the triangle, and a section is written on the square. However, since branch 5 is a backward branch, a black mark is attached to the upper part of the triangular portion to distinguish it from other branches.

Further, each station ST is provided with a stop mark TM as shown in FIGS. 1 and 5, and the order of the stop mark TM in each section SE is counted along the traveling arrow. Define as TC. For example, each ST3, 4 corresponds to the stop count TC1, 2. Further, in each ST, each processing is performed according to the transfer work of the unmanned vehicle, and any one of the processes of loading, stopping only and special stopping is performed. In the course design drawing shown in FIG. 6, the unloading process is indicated by the outward arrow, the product process is indicated by the inward arrow, and the stop only and the special stop process are not indicated by the arrow. In addition, the processing data is 1 for unloading processing, 2 for loading processing, and 3 for stopping only processing.
(Special stop processing is not shown) is entered. The relationship between the station ST, the branch BR, the section SE, the stop count TC, and the processing described above is
"Map data 1 (station data)" is shown in Table 1 below.

[0024]

[Table 1]

Next, "map data 2 (branch data)" for selecting the traveling course of the unmanned vehicle is defined based on the "map data 1". First, the current location branch, which is the branch where the unmanned vehicle is currently located (hereinafter,
A combination of the present location BR) and a destination branch (hereinafter, referred to as a destination BR) which is a destination of the unmanned vehicle is determined. In this combination, the number of branches, which is the number of branch points between the current position BR and the destination BR, is obtained along the desired travel route indicated by the travel arrow. In forward traveling, the number of branch points to the destination branch is represented by the total of white circles, and in backward traveling, the number of branch points to the destination branch is represented by the total of black circles. Further, branch processing data indicating the traveling control mode at the branch point between the current position BR and the destination BR, that is, the straight branch, the left branch, or the right branch is obtained. Here, the straight branch is 1, the left branch is 2,
The right branch is represented by 3. Further, forward / backward travel data for determining the traveling direction is required between the current position BR and the destination BR. Here, when the forward / backward data is 1, it is forward traveling, and when the forward / backward data is 2, it is backward traveling. The present location BR, the destination BR, the number of branches, the branch processing data, and the forward / backward movement data shown above are shown in Table 2 below as "map data 2".

[0026]

[Table 2]

Next, an intersection map of the intersection stop control system for unmanned vehicles according to this embodiment will be described with reference to FIG. In FIG. 8, ST and S shown in FIG.
Processes and branches (numbers inside triangles) at T are shown. And the intersection positions B1 and B where the routes meet
In front of 2, an intersection mark is shown with a bar line at right angles to the route. A triangular communication point mark is attached to the intersection mark. The communication point mark is
The traveling direction of the traveling vehicle is shown, white indicates forward, and black indicates backward. The intersection marks are numbered up to 5 in order, with the intersection mark of branch 5 being number 1. However, since the intersection mark at the end position of the intersection is common, number 0 is added. A unique frequency channel is applied in the area surrounded by the intersection marks at each intersection. Channel number 3 is used at intersection position B1, and channel number 7 is used at intersection position B2. At the intersection mark at the end position of the intersection, the channel number is 0 because no radio signal is transmitted thereafter.

At the communication point, the wireless transmission / reception device 45 of the unmanned vehicle transmits a wireless signal having a frequency of a specific channel. The transmission data includes single data in the case of one piece and double data in the case of two pieces. In the case of double data, it becomes main data and sub data. Double data is used when there are two possible traveling directions of a traveling vehicle and different data needs to be transmitted in both directions. In the present embodiment, the intersection number 1 may be in two directions, that is, whether the traveling vehicle advances to the branch 2 or the branch 3.
Double data is required. Then, at the intersection number 1, it is necessary to determine whether or not there is another unmanned vehicle in the branch 2. Therefore, the branch that needs to be determined is defined as a check branch. Further, when it is necessary to reliably stop the traveling of the unmanned vehicle at the intersection mark position, a temporary stop point for temporary stop is provided and defined as an X mark.

Here, the intersection number, the channel number, and the transmission data (single data and double data)
, And symbols are used to clearly indicate the relationship with the check branch. As shown in Fig. 8, two circles, triangles, and squares are connected in series, and the first circle is the intersection number, the next circle is the channel number, and the next triangle is transmitted. Data, the following squares correspond to the check branch,
Each data is to be entered. Current location BR, destination BR, number of intersections, intersection count D shown above
The relationship of the intersection number D147 with respect to 146 is shown in Table 3 below as "map data 3".

[0030]

[Table 3]

Also, the intersection number D14 shown above.
7, switching channel data D190, data number D1
The relationship between 48 (single data, double data), transmitted / received data (main data D149, sub data D150), check branches D151, D152, and temporary stop is shown in Table 4 below as "map data 4".

[0032]

[Table 4]

As shown in FIG. 3, an electric control device 40 for controlling the operation of the unmanned vehicle is provided in the control box 10f on the rear side of the article mounting plate 10a.
As shown in FIG. 9, the electric control device 40 has an input / output unit and is provided with a control circuit 41 that performs arithmetic processing.
While continuing to execute the “multipoint stop control program” of the communication control corresponding to the flowcharts shown in FIGS. 10 to 14 and the “operation control routine” shown in FIGS.
~ The "intersection control interrupt program" corresponding to the flowchart of Fig. 24 is executed by interruption. The control circuit 41 also stores "map data 1" to "map data 4" shown in Tables 1 to 4 above.

On the input side of the control circuit 41, the forward branch sensor 31a, the backward branch sensor 31b, the forward stop sensor 32a, the backward stop sensor 32b, the forward section sensor 33a, the backward section sensor 33b, the forward guide sensor 34a, and the backward guide. The sensor 34b, the forward deceleration sensor 35a, and the reverse deceleration sensor 35b are connected. A serial communication device 44 for light or the like is provided at the input / output end. The communication device 44 transmits / receives a signal to / from a ground side control device 46 described later. Further, the start switch 36 is connected to the input side. Further, the input / output terminal of the control circuit 41 is connected to a wireless transmission / reception device 45 which is provided in each unmanned vehicle and transmits / receives signals between the unmanned vehicles.

The home base H.264. In B, the ground side communication control device 46 is provided, a switch PB is provided in each ST, and the switch PB and the ground side communication control device 46 are connected by a cable. When the switch PB is pressed, the ground communication control device 46 transmits a plurality of ST destination signals to the communication device 44. In this embodiment, FROM A TO B, FROM
The four destination signals of C TO D are transmitted to the communication device 44.
Here, A, B, C and D represent arbitrary STs. However, FROM
Switching to transmission of two destination signals of A TO B can be easily performed.

To the output side of the control circuit 41, a display plate 37 for displaying the destination and a confirmation lamp 38 for confirming whether or not the unmanned vehicle is on the traveling path are connected. Also,
Digital-analog converters D / A 42a and 42b are connected to the output side of the control circuit 41, and the control circuit 41
+10 from the digital signal that indicates the rotation speed of the drive wheel from
It is converted into an analog signal in the range of -10V and output.
Drive circuits 43a and 43b are connected to the output sides of the digital-analog converters D / A 42a and 42b, respectively, and the signals from the digital-analog converters D / A 42a and 42b are +.
A voltage in the range of 10V to -10V is amplified to a voltage in the range of + 24V to -24V necessary for driving the DC motor and output to the right DC motor 15a and the left DC motor 15b.
Also, the digital / analog converters D / A 42a, 42b
Is connected to a sign bit input line for backward output from the control circuit 41, and the output signal is inverted between positive and negative when switching between forward and reverse. The rotational speed control of the left and right drive wheels of the unmanned vehicle is performed by an open loop system using an inexpensive DC motor, but it may be performed by a closed loop system using a servo motor.

Regarding the embodiment configured as described above,
The operation of two specific embodiments will be described. I. First Embodiment In this embodiment, it is assumed that two unmanned traveling vehicles I and II are operating on a taxiway, and for the unmanned traveling vehicle I, the destination S of the unmanned traveling vehicle is controlled by the ground side communication control device 46.
T2 and destination ST5 are specified by the FROM TO input. It is assumed that the other unmanned vehicle II is traveling in an arbitrary direction designated by the ground communication control device 46, separately from this. Hereinafter, H. B-destination ST2, destination ST2-destination ST5, destination ST5-H. B will be sequentially described. (1) H. B-Destination ST2 Home Base The execution of the "multipoint stop control program" is started in step 60 in a state where the unmanned traveling vehicle I stands by at B (ST1). At the same time, interrupt execution of the "intersection control interrupt program" is started in step 150 shown in FIG. In step 61, the unmanned vehicle is home base H.264. The command arriving at B is output to the ground side communication control device 46 by the communication device 44. Next, at step 62, the control circuit 41 performs initialization processing such as setting the FROM TO count number D128 to “0”,
The preparation for receiving the call communication data from the ground side communication control device 46 is completed. Then, in step 63, the communication device 44 receives the two destination ST data from the ground side communication control device 46. Here, data is input by FROM A TO B input, and ST2 is designated as the destination 1 and ST5 is designated as the destination 2. That is, S as D80
T2 is D81, ST5 is D8, and D83 is ST is not ST (hereinafter referred to as H2020).
4 is input. Thereafter, the process of FROM TO input for the destinations ST2 and ST5 is sequentially performed.

First, at step 64, D82, D83 =
Whether or not it is H2020, that is, whether the destination input is FROM TO input or FROM TO FROM TO input is selected. Note that H2
Reference numeral 020 is ASCII code data which is commercially available software, and in the present embodiment, ASCII code is used as various serial data. Here, FROM TO
Since the input is selected, the program will proceed to step 65.
Internal relay M for FROM TO input of control circuit 41
701 is turned on. Further, in step 66, the destination 3
Data (D82) contains home base H.264. Station data (D85) indicating B is input. Then, in step 67, the FROM TO count-up data (D140) is set to "3". That is, the internal data of the unmanned vehicle stored in D82, the third destination command (destination ST = H.
Three destination ST data including B) are stored in the control circuit 41 of the unmanned traveling vehicle, and the control circuit 41 sequentially executes the operation control of the unmanned traveling vehicle based on this storage.

Next, at step 68, it is judged if the FROM TO count number D128 = 3. At this time, D128 = 0, so at step 68, “N
It is determined to be “O” and further to “YES” in step 69 shown in FIG.
Then, the destination ST data D80 (ST2) is stored in D110. Then, in step 71, the destination D110 (serial data) is data D that can be processed.
Converted to 90.

Next, in step 72, "map data 1" is referred to. At step 73, M701 ON is selected, and at step 74, FROM TO count number D128
= 0 is selected, and in step 75, D of the unmanned traveling vehicle I is selected.
H.128 with contents of 128 = 0. Destination B (ST2) is shown from B. Next, in step 76, D141 is H30.
It is determined whether the number is 30, that is, whether the route includes SBVST. Since SBVST is not included in the route of ST2, D141 = H3030 is selected, the program moves to step 79, and the “operation control routine” is executed.

The "operation control routine" is started in step 120 shown in FIG. 15, and is station data D90, branch data D91 (BR) and section data D92 of the destination ST2 already determined in step 121.
(SE), stop count data D93 (TC), and process data D94 (process) are transferred to destination station data D100, destination branch data D101, destination section data D102, destination stop data D103, and destination process data D104. . And step 12
In step 2, the “map data 2” stored in the control circuit 41 is read, and the current position BR data = 1 stored in the data D95 and the destination BR data = 1 stored in the data D101 in step 123 Based on "map data 2", the number of branches = 2, branch processing data = 1, 3 and forward / backward data = 1 are data D97, data D98, and data D
Moved to 135.

Next, at step 124, it is judged whether the mode is the forward drive mode or the reverse drive mode based on the contents of the forward / backward drive data stored in D135. Since the forward mode is selected here, the forward mode is selected in step 125a. Then, in step 126, the current location BRD 95 and the destination BRD 101.
Are determined to be equal. Since both are the same here, the program is moved to step 127 based on the determination of "YES" to determine whether the current location SE (D96) = 1 and the destination SE (D102) = 2. here,
Since D96 <D102, the program proceeds to step 128.
And the final section count number D121 is the destination S
E-Current location SE = 1, final stop count D126 equals destination TC = 1. And FIG.
In step 129 shown in FIG. 7, the traveling of the unmanned traveling vehicle I is started, and the detection of the section mark SM attached to the floor by the forward section sensor 33a is started. When the section count number D125, which is the sum of the detection results of the forward section sensor 33a, becomes equal to the final section count number D121 = 1, the program proceeds to step 131 based on the determination of “YES” in step 130.
The driving speed of the unmanned vehicle is switched to the minimum speed. As a result, the unmanned vehicle can be systematically stopped at the stop position, and as a result, smooth execution of the load transfer work is guaranteed.

Next, in step 132, the forward stop sensor 32a starts detection of the stop mark TM attached to the floor, and the stop count number D127, which is the sum of the detection results by the forward stop sensor 32a, is the final stop count number. The process of step 133 is performed until it becomes equal to D126 = 1. When the forward stop sensor 32a detects the first stop mark due to the movement of the unmanned vehicle and the stop count number D127 = 1, at step 133, "YE
Based on the determination of "S", the program proceeds to step 134 and the unmanned vehicle is stopped. As a result, the unmanned vehicle can be stopped in ST2.

Next, the program is moved to step 135 shown in FIG. 18, and the destination position (ST2) is updated to the current position. That is, the destination BR data D101, the destination S
The E data D102, the destination TC data D103, and the destination processing data D104 are the current location BR data D95,
Current location SE data D96, Current location TC data D123,
The current location processing data D124 is transferred. Then, the program is moved to step 136, where the unmanned vehicle is the destination ST.
2 The process at the time of stop is executed according to D104. Here, since D104 = 2, luggage is loaded. Then, when the processing of D104 ends, the program proceeds to step 13 based on the determination of “YES” in step 137.
8, the destination data D101, D102, D10
3, D104 are all cleared. At this time, when the forward / reverse mode is the reverse mode, the mode is switched to the forward mode. Then, in step 139, ST2 of the unmanned vehicle
The control up to is ended, and the "operation control routine" is returned to the "multipoint stop control program".

"Multi-point stop control program" shown above
During execution of, the control circuit 41 executes the interruption of the "intersection control interrupt program". Execution of the program is started in step 150 shown in FIG.
In step 151, the map data 3 is read, and in step 152, from the current position BR = 1 and the destination BR = 1, the number of intersections D145 = 2 and the number of intersections D147 = 0-5-0.
Is determined. Further, the map data 4 is read in step 153, and the intersection number D14 is read in step 154.
Switching channel D19 from 7 to its intersection
0, the number of data D148, the main data D149 and the sub data D150, and the check branches D151 and D152 are determined. Here, there is no intersection, and the intersection count D1
The processing of the intersection number D147 of 46 being "0" is executed, but the intersection number "0" is reset data and is not transmitted or received.

Next, at step 155, it is judged if the intersection count number D146 is equal to the intersection number D145. Here, since D146 ≠ D145, “NO”
On the basis of the determination, the program moves to step 156, and it is determined whether the intersection count data D146 is 0 or not. Here, since D146 = 0, the program is moved to step 157 based on the determination of “YES”, and further, the program is moved to step 158 based on the determination of “NO” according to the intersection number D147 = 0. It is determined whether or not the intersection mark is detected. Since there is no intersection mark on this route, the program is determined based on the judgment of "NO" in FIG.
Moved to step 159 shown in FIG.
718, double data processing M719, and communication processing reset M716 are all off. Since all the relays are off at the moment, the program is moved to step 160 based on the judgment of "YES", and D147 =
In response to 0, the program is moved to step 161, the communication process is reset, and the relay M716 is turned on. Then, the program is returned to step 158, and the processes of the following steps are similarly repeated. That is, ST1
Since there is no intersection between ST2 and ST2, virtually no intersection processing is performed.

(2) Destination ST2 to Destination ST5 Next, in step 80 shown in FIG. 12, the FROM TO count D128 is incremented by "1", and the program is returned to step 68. Then, according to D128 = 1, the program is moved to step 83 based on the determination of “NO” in steps 68 and 69, and further proceeds to step 84 based on the determination of “YES” in step 83. Be transferred. Then, in step 84, the destination ST data D81 (ST5) is stored in D110, and step 7
At 1, the destination D110 (serial data) is converted into data D90 that can be arithmetically processed. Next, in step 72, “map data 1” is referred to, and in step 73, M7
01 ON is selected, and in step 74, the FROM TO count number D128 = 1 is selected. At step 81, the destination 1 (ST
Destination 2 (ST5) is indicated from 2). Next, at step 82, it is judged if D141 is H3030, that is, if the path includes SBVST. ST3
Since SBVST is not included in the route of (1), the program immediately moves to step 79 and the "operation control routine" is executed.

The "operation control routine" is started in step 120 shown in FIG. 15, and the respective data D90 to D94 of the destination ST5 already determined in step 121 are transferred to the destination data D100 to D104. Then, in step 122, the “map data 2” stored in the control circuit 41 is read, and in step 123, the current location BR data stored in the data D95 = 1 and the destination BR data stored in the data D101 = 3. And from "Map data 2"
Based on the above, the number of branches = 2, the branch processing data = 2,1, and the forward / backward data = 1 are transferred to the data D97, the data D98, and the data D135.

Next, step 124 and step 12
The forward mode is selected at 5a. And step 1
At 26, the current location BRD95 = 1 and the destination BRD101 = 3
Based on the determination of “NO” based on
In step 140 shown in FIG. 4, the final section count number D121 is made equal to the destination SE = 1, and the final stop count number D126 is made equal to the destination TC = 1. Then, in step 141, the traveling of the unmanned vehicle I is started in accordance with the branch number D97, the branch processing data D98, and the branch count number D120, and the forward branch mark BM1 attached to the floor is detected by the forward branch sensor 31a. Be started. The detection by the forward branch sensor 31a is performed until the branch count number D120, which is the sum of the detection results by the forward branch sensor 31a, becomes equal to the branch number D97 = 2.

"Multi-point stop control program" shown above
During execution of, the control circuit 41 executes the interruption of the "intersection control interrupt program" as described above. Here, the intersection processing at the branch point B1 becomes a problem. At this branch point B1, the branch 2 is a switchback branch that returns to the virtual station ST7 by moving backward after the unmanned vehicle travels forward. Here, the unmanned vehicle I is on the branch 2
It is designed to go straight to branch 3 without entering. At that time, if there is no other unmanned vehicle II on the branch 2, if the unmanned vehicle II is traveling forward on the branch 2, or if the unmanned vehicle II is traveling backward on the branch 2. It is necessary to control the intersection considering the case.

First, at step 151, the map data 3 is read, and at step 152, the number of intersections D145 = 2 and the number of intersections D from the current position BR = 1 and the destination BR = 3.
147 = 0-1-0 is determined. Step 1
At 53, the map data 4 is read, at step 154, the intersection number D147 = 1, the switching channel data D190 = 3 (H0303), the number of data D148 = 2,
Main data D149 = A (H4141), sub data D15
0 = B (H4242), check branch D151 = 2
Is decided. Next, at step 155, it is judged if the intersection count number D146 is equal to the intersection number D145. Here, since the two are not equal, the program is moved to step 156 based on the judgment of "NO".
It is determined whether the intersection count data D146 is 0 or not. Here, since D146 = 0, the program is moved to step 157 based on the judgment of “YES”, and further it is judged to be “NO” according to the intersection number D147 = 0, and the program is moved to step 158 and the intersection mark. Is detected or not. In this route, the unmanned vehicle I
Detects the intersection mark 1. Then, step 158
At step 162, the intersection count data D146 is added by "1" based on the determination of "YES", and D146 = 1. Further step 163
The intersection processing is reset at and the program returns to step 151.

Then, steps 151 to 154
After the same processing as described above is performed in step 155, it is determined to be "NO" in steps 155 and 156, and the program is moved to step 158. Since the intersection mark has already been detected, the program is moved to step 159 shown in FIG. 20 based on the determination of “NO” in step 158, and further, based on the determination of “YES” in step 159. Moved to 160. Here, since D147 = 1, the program proceeds to step 16 based on the judgment of “NO”.
4, the number of data D148 = 2 is determined. Here, since D148 = 2, the process moves to step 165 based on the determination of "YES", the control circuit 40 outputs the traveling stop command of the unmanned traveling vehicle I, and the unmanned traveling vehicle I stops.

Then, the program is moved to step 166, and it is judged whether the switching channel data D190 is 0 or not. Since D190 = 3 here, the program is moved to step 167 based on the determination of "NO", and it is determined whether the current channel data D191 is equal to the switching channel data D190. Here, since D191 = 0 still, the program is moved to step 168 based on the determination of "NO", and the process of switching the channel of the wireless transmission / reception device 45 to the channel data of D190 is performed, and the current channel data is processed at step 169. The switching channel data D190 is substituted for D191, the program returns to step 167, and D191
= D190, the program is moved to step 170 based on the determination of "YES", and the number of data D148 is 1
Or 2 is selected. Here, the double data D
148 = 2 is selected, and in step 171, the double data processing M719 is turned on.

Next, the program outputs an operation stop command for the unmanned traveling vehicle in step 172 shown in FIG. 21, and the unmanned traveling vehicle I is stopped. Then, in step 173, the destination branch D101 = 3 is checked branch D151 =
It is determined whether or not 2. Since it is not a check branch here, D101 ≠ D151 ≠ D in step 174.
152, and the traveling transmission data D1 in step 175.
Sub data D150 = B (H4242) is input to 92.

Next, it is determined whether or not the transmission / reception data by another unmanned traveling vehicle II is received by the unmanned traveling vehicle I, that is, whether another unmanned traveling vehicle II exists in two branches. At step 176, T57 (2.7 seconds)
The timer is started, and in step 177, the transmission / reception data D149 or D150 is transmitted within 2.7 seconds.
Whether or not it was received by D201 = D14
9, D201 = D150 is determined, and it is determined in step 178 whether 2.7 seconds have elapsed. If another unmanned traveling vehicle II is not in the branch 2, the transmission / reception data D149 or D150 will not be received by the unmanned traveling vehicle I.
Based on the determination of "O" and "YES" in step 178, the program is moved to step 179, a signal indicating no reception from the unmanned vehicle is output, and T57 is turned off.
Then, in step 180 shown in FIG. 22, the transmission / reception data D192 is input to D167, and the sub data B is transmitted.
Then, in step 181, the unmanned vehicle I is branched to branch 3
Acceleration is transmitted to and the relay M762 is reset. Then, in step 182, the next intersection mark is detected, and the next intersection mark is detected.
The process of 62 is performed, the intersection process is reset in step 163, the program is returned to step 151, and the subsequent processes are performed.

Next, the unmanned vehicle I is different from the unmanned vehicle II.
When the transmission / reception data is being received, that is, when another unmanned vehicle II is in the branch 2 is processed.
In step 176, the T57 (2.7 seconds) timer is started, and in step 177, the transmission / reception data D149 or D150 is received by the unmanned vehicle I within “2.7 seconds”. Based on the determination, the program moves to step 183. Then, T57 (2.
7 seconds) The timer is turned off and step 184 shown in FIG.
At D201, data sent and received by another unmanned vehicle II
Is selected as the main data D149 or the sub data D150. That is, it is determined whether the unmanned traveling vehicle II is traveling forward or backward in the branch 2. When the main data D149 indicating that the vehicle is moving forward is received, further step 185 is performed.
At, it is determined whether the destination of the unmanned traveling vehicle I is a check branch. Here, since the destination branch 3 is not a check branch, it is determined in step 18 based on the judgment of “NO”.
The transmission / reception data D192 (= D150) is set to D167 at 0.
To send the sub data B. In step 181, the unmanned vehicle I is accelerated and transmitted, and the relay M762 is reset. After that, in step 182, the next intersection mark is detected, and after detecting the next intersection mark, the process of step 162 is performed, the intersection process is reset in step 163, and the program is returned to step 151.
Subsequent processing is performed. That is, another unmanned vehicle II
Since it will not collide with the unmanned vehicle I while moving forward,
The unmanned vehicle I is decided to immediately move forward.

When the unmanned traveling vehicle I receives the sub data D150, in step 184, D201 = D150.
Is selected, the progress of the unmanned vehicle I is prohibited in step 187, and the reception data D201 is cleared in step 188. Then, in step 189, T76 (6
Second) The timer starts, and in step 190, the received data is D201 = D149 or D201 = D1 again.
Determine 50. When D201 of the received data is receiving D150 (D201 = D150), "YES"
The program is moved to step 191 based on the determination that T
The 76 timer is turned off, and the processes of steps 184 to 191 are repeated. Received data is D201
If ≠ D149 or D201 ≠ D150, the program moves to step 192 and waits for reception for 6 seconds as it is, and after 6 seconds has ended, the program moves to step 180 based on the judgment of "YES", As described above, the unmanned vehicle I transmits the sub-data D150 and the branch 3
Proceed to After that, the program is returned to step 151 and the subsequent processing is performed.

As is clear from the above description, while the other unmanned traveling vehicle II is moving backward, the unmanned traveling vehicle II finishes moving backward,
The driverless vehicle I
The forward running of the vehicle is stopped. As a result, the collision between the two unmanned traveling vehicles can be reliably prevented at the intersection including the switchback branch even while the unmanned traveling vehicle II is moving forward.

When the unmanned vehicle I passes through the branch point B1, "YES" is determined in step 142 shown in FIG.
Based on the judgment of the above, the program proceeds to step 12 shown in FIG.
9, the detection of the section mark SM attached to the floor by the forward section sensor 33a is started. The detection by the forward section sensor 33a is performed until the section count number D125, which is the sum of the detection results by the forward section sensor 33a, becomes equal to the final section count number D121 = 1. D125 = D1
When it becomes 21, the program is moved to step 131 based on the determination of "YES" in step 130, and the traveling speed of the unmanned traveling vehicle I is switched to the minimum speed.

Next, in step 132, the detection of the stop mark TM attached to the floor is started by the forward stop sensor 32a and the stop count number D127 becomes equal to the final stop count number D126 = 1 until step 133.
Is processed. Then, when the forward stop sensor 32a detects the first stop mark due to the movement of the unmanned vehicle and the stop count number D127 = 1, the program proceeds to step 134 based on the determination of "YES" at step 133.
And the unmanned vehicle stops at ST5.

Next, the program is moved to step 135 shown in FIG. 17, and the destination position (ST5) is updated to the current position. That is, the destination data D101 to D104 are moved to the current location data D95, D96, D123, D124. Then, the program is moved to step 136, and the unmanned traveling vehicle executes the processing when the destination ST5 is stopped according to D104. In this case, since D104 = 2, the baggage is unloaded. Then, when the processing of D104 is completed, the program is moved to step 138 based on the determination of “YES” in step 137, and the destination data D101.
~ D104 are all cleared. Step 13
The intersection processing is reset at 8a, and M718 and M71 are reset.
9, M716 is turned off. And step 139
At, the control to ST5 of the unmanned vehicle is completed, and the "operation control routine" is returned to the "multipoint stop control program".

"Multi-point stop control program" shown above
During execution of, the control circuit 41 executes the interruption of the "intersection control interrupt program". That is, after the same processing is executed in steps 151 to 154 shown in FIG. 19, it is determined in step 155 whether the intersection count number D146 is equal to the intersection number D145. Here, since D146 ≠ D145, the program proceeds to step 156 based on the determination of “NO”.
Then, it is determined whether the intersection count data D146 is 0 or not. Since D146 = 1 here, the program is moved to step 158 based on the determination of "NO", and it is determined whether or not the intersection mark is detected. Since the unmanned vehicle I detects the intersection mark after passing the junction B1, "Y
Based on the determination of "ES", the program is moved to step 162, D146 is incremented by "1" to set D146 = 2. Then, after the intersection processing is reset in step 163, the program is returned to step 151, and after the steps 151 to 154 are executed, step 193 is performed based on the determination of “YES” in step 155.
Moved to. After the intersection is counted up at step 193, "Y" is obtained at steps 159 and 160.
Based on the judgment of "ES", the program is moved to step 161, the communication process is reset, the relay M716 is turned on, and then the process is moved to step 158, until the intersection process at the arrival of the station is reset. The process is executed.

(3) Destinations ST5-H. B Next, in the "multipoint stop control program", the FROMTO count number D128 is "1" in step 80 shown in FIG.
And the program is returned to step 68. Then, according to D128 = 2, the program is moved to step 85 based on the determination of “NO” in step 68, step 69 and step 83, and step 85
In step 86, the process proceeds to step 86 based on the determination of “YES”. Then, in step 86, the destination ST data D
82 (H.B) is stored in D110, and in step 71 the destination D110 (serial data) is converted into data D90 which can be processed. Next, in step 72, “map data 1” is referred to, and in step 73, M70
1 ON is selected, and in step 74, the FROM TO count number D128 = 2 is selected. At step 87, the destination 2 (ST5) to the destination 3 (HB), which are the contents of D128 = 2 of the unmanned vehicle, are shown, and the program is moved to step 79 to execute the "operation control routine". It

The "operation control routine" is started at step 120 shown in FIG. The respective data D90 to D94 of B are transferred to the respective destination data D100 to D104. Then, in step 122, the “map data 2” stored in the control circuit 41 is read, and in step 123 the data D95 is read.
BR data = 3 and data D101 stored in
Based on the “map data 2” stored in the destination BR data = 1, the number of branches = 1, the branch processing data = 1, and the forward / backward data = 1 are transferred to the data D97, the data D98, and the data D135. Next, in step 124,
The forward mode is selected in step 125a. Then, in step 126, the current location BRD95 = 3 and the destination B
It is determined whether RD101 = 1 is equal. Here, since D95> D101, the program is moved to step 140 shown in FIG. 16 based on the determination of “NO”, and the final section count number D121 is set to the destination SE = 1.
And the final stop count number D126 is equal to
= 1. Then, in step 141, the traveling of the unmanned vehicle I is started according to each branch data, the detection of the forward branch mark BM1 by the forward branch sensor 31a is started, and the branch count number D120 is the branch number D97 = 1.
Detection by the forward branch sensor 31a is performed until it becomes equal to.

"Multi-point stop control program" shown above
During execution of, the control circuit 41 executes the interruption of the "intersection control interrupt program" as described above. Here, the intersection processing at the branch point B2 becomes a problem. At this branch point B2, it is necessary to perform intersection control in consideration of the case where another unmanned vehicle II enters from the branch 4 and the case where another unmanned vehicle II does not enter. At step 151 shown in FIG. 19, the map data 3 is read, and at step 152, the number of intersections D145 = 2 and the number of intersections D147 = 0-5-5 from the current position BR = 3 and the destination BR = 1.
Is determined. Further, the map data 4 is read in step 153, and the intersection number D14 is read in step 154.
7 = 5, switching channel data D190 = 7 (H0
707), the number of data D148 = 1, the transmitted / received data D14
9 = 6 is determined. Next, at step 155, it is judged if the intersection count number D146 is equal to the intersection number D145. Here, the two are not equal, so "N
Based on the determination of "O", the program is moved to step 156 and it is determined whether or not the intersection count number D146 is reached.
The program is moved to step 157 based on the determination of "YES" according to the intersection count number D146 = 0, and it is determined whether the intersection number D147 is 0 or not. Here, the program is moved to step 158 based on the determination of "NO" according to the intersection number D147 = 0, and it is determined whether or not the intersection mark is detected.

On this route, the unmanned vehicle I detects the intersection mark 5. Then, in step 158, "YE
Based on the determination of "S", the process proceeds to step 162, and the intersection count data D146 is incremented by "1" to obtain D1.
46 = 1. Further, the intersection process is reset in step 163, and the program is returned to step 151. Then, after the same processing is performed in steps 151 to 154, the program is moved to step 156 based on the determination of “NO” in step 155, and D
If 146 = 1, it is determined to be "NO" and the program is moved to step 158. Since the intersection mark has already been detected, the program is moved to step 159 based on the judgment of “NO”, and further, in step 159, “YE
Based on the determination of “S”, the process proceeds to step 160. Here, since D147 = 5, the program is moved to step 164 based on the determination of “NO”, and the number of data D148 = 2.
Is determined. Here, since D148 = 1, based on the determination of "NO", the process proceeds to step 166, and it is determined whether the switching channel data D190 is 0 or not. Since D190 = 7 here, the program is moved to step 167 based on the judgment of "NO", and the current channel data D191 is switched to the channel data D190.
Is determined. Here, since D191 is still 0, the program is moved to step 168 based on the determination of "NO" to switch the channel of the wireless transmission / reception device 45 to the channel data of D190. further,
In step 169, the switching channel data D190 is input to the current channel data D191. Then, returning to step 167, the program is moved to step 170 based on the determination of "YES" based on D191 = D190, and the number of data D148 is selected to be 1 or 2. Here, D148 = 1 which is single data.
Is selected, and the relay M718 is turned on in step 200.

Next, the program is moved to step 201 shown in FIG. 23, and the traveling transmission data D192 is added to D149.
= 6 (H3636) is input. And step 2
Based on the determination of "YES" at 02, the program is moved to step 203, and the T75 timer (2.3 seconds) is started. Next, in steps 204 and 205, it is determined whether or not a transmission signal from another unmanned vehicle II is received within 2.3 seconds, that is, whether or not D201 = D149. When the other unmanned vehicle II is not on the branch 4, the transmission signal D201 is not received, so step 2
Based on the judgment of "YES" in 05, the program is moved to step 206, the absence of reception is clearly indicated, and the main data D192 is transmitted in step 207 shown in FIG.
Then, in step 208, it is determined whether or not the unmanned traveling vehicle I is in the stopped state, and when it is stopped, the program is moved to step 209 based on the determination of "YES", and the unmanned traveling vehicle I is accelerated and started. Done, relay M762 is reset, and the program moves to step 210. If M762 is off, the program moves to step 210. And another unmanned vehicle II
It is confirmed whether or not the transmission signal from the vehicle is received, and when the transmission signal is not received, it is determined to be “NO” in step 210, the next intersection mark is detected in step 211, and the intersection mark is detected. , Step 162, and step 163, the program proceeds to step 151.
Is returned to.

When another unmanned vehicle II is present in the branch 4, the program is moved to step 212 based on the judgment of "YES" at step 204, and the relay M726 is turned on as the unmanned vehicle is approaching, Further, in step 213, the reception data D201 is cleared to "0". Then, in step 214, the traveling of the unmanned traveling vehicle I is stopped, and the relay M762 is turned on. Then, the program is returned to step 203, and the processes of steps 203 to 214 are repeated until the unmanned traveling vehicle II moves to branch 1 and stops transmitting a signal. When the signal is no longer transmitted, in step 204, "N
O ”, based on the determination of“ YES ”in step 205, the forward movement of the unmanned traveling vehicle I toward the branch 1 is started.

As is clear from the above description, when another unmanned traveling vehicle II is approaching at the intersection, the forward traveling of the unmanned traveling vehicle I is stopped until the unmanned traveling vehicle II passes through the branch point. It is the one. As a result, the collision of both unmanned vehicles is reliably prevented at the intersection.

The branch count number D120, which is the sum of the detection results of the forward branch sensor 31a, is the branch number D97.
When it is equal to = 1, the program is moved to step 129 based on the determination of “YES” in step 142, and the detection of the section mark SM attached to the floor by the forward section sensor 33a is started. Number D125 is the final section count number D121
Detection by the forward section sensor 33a is performed until it becomes equal to = 1. When D125 = D121, the program is moved to step 131 based on the determination of "YES" in step 130, and the traveling speed of the unmanned vehicle is switched to the minimum speed.

Next, in step 132, detection of the stop mark TM is started by the forward stop sensor 32a, and the stop count number D127 becomes the final stop count number D126 = 1.
The processing of step 133 is performed until it becomes equal to.
The forward movement stop sensor 32a is moved by the movement of the unmanned vehicle.
Detects the first stop mark and stops count D127 =
When it becomes 1, the program shifts to step 134 based on the determination of "YES" in step 133, and the unmanned vehicle is set to H.264. Stop at B. Next, the program is shown in FIG.
Then, the process proceeds to step 135 shown in, and the destination position (ST5) is updated to the current position. That is, each destination data D101
~ D104 is each current location data D95, D96, D12
3, moved to D124. Then, the program is moved to step 136, and the unmanned vehicle travels to the destination H.264. The process when B is stopped is executed according to D104. Here, D104 =
Since it is 3, only stop is performed. Then, when the processing of D104 is completed, the program is moved to step 138 based on the determination of “YES” in step 137, and all the destination data D101 to D104 are cleared. Further, in step 138a, the intersection process is reset. Then, in step 139, H.264 of the unmanned vehicle is performed. The control up to B is completed, and the "operation control routine" is returned to the "multipoint stop control program". Next, in step 80 shown in FIG. 12, the FROM TO count D128 is incremented by "1", and the program is returned to step 68.
Then, in accordance with D128 = 3, in step 68, "Y
Based on the judgment of "ES", the program is returned to step 61, the execution of the FROM TO control is terminated, and the unmanned vehicle waits for a new destination command at step 63.

Further, the control circuit 41 executes the same processing in steps 151 to 154 shown in FIG. 19 and then determines in step 155 whether the intersection count number D146 is equal to the intersection number D145. . Here, since D146 ≠ D145, the program is moved to step 156 based on the determination of “NO”, and it is determined whether the intersection count data D146 is 0 or not. Since D146 = 1 here, the program is moved to step 158 based on the determination of "NO", and it is determined whether or not the intersection mark is detected. Since the unmanned vehicle I detects the intersection mark after passing the branch point B2, the program is moved to step 162 based on the judgment of "YES", and D146 is incremented by "1" to D146 = 2. Then, after the intersection processing is reset in step 163, the program is returned to step 151, and after the following steps 151 to 154 are executed, in step 155, “Y
Based on the determination of “ES”, the process proceeds to step 193. After the intersection is counted up in step 193, the program is moved to step 161, the communication process is reset, and the relay M716 is turned on based on the determination of “YES” in step 159 and step 160. Then, the process proceeds to step 158, and the traveling is continued waiting for the detection of the next intersection mark.

II. Second Embodiment In this embodiment, it is assumed that two unmanned traveling vehicles I and II are operating on a taxiway, and for the unmanned traveling vehicle I, the destination S of the unmanned traveling vehicle is controlled by the ground side communication control device 46.
T2, destination ST3, destination ST4 and destination ST5 are FROM T
Specified by O FUROM TO input. For other unmanned vehicles II, separately from this, the ground side communication control device 4
It is assumed that the vehicle is traveling in an arbitrary direction designated by 6. Hereinafter, H. B to destination ST2, destination ST2 to destination ST
3, Destination ST3 to Destination ST4, Destination ST4 to Destination ST
7, Destination ST7 to Destination ST5, Destination ST5 to H.D. Description will be made in order of B.

(1) H. B-Destination ST2 Home Base With an unmanned vehicle waiting at B,
The execution of the “multipoint stop control program” is started in step 60. At the same time, the interrupt execution of the "intersection control interrupt program" is started in steps.
In step 61, the unmanned vehicle is home base H.264. The command arriving at B is output to the ground side communication control device 46 by the communication device 44. Next, in step 62, the preparation for receiving the calling communication data from the ground side communication control device 46 is completed and the FROM TO count number D128 is set to "0".
To Subsequently, in step 63, the communication device 44 receives the four destination ST data from the ground side communication control device 46. Here, data is input by inputting FROMA TO B FROM C TO D, and ST2 is selected as the destination 1.
Destination 3 is ST3, destination 3 is ST4, destination 4
Is designated as ST5. That is, S as D80
T2 is ST81 as D81 and ST4 is D82
However, ST5 is input to the communication device 44 as D83. Thereafter, the FROM TO FROM TO input processing for the destinations ST2, ST3, ST4, and ST5 is sequentially performed.

First, at step 64, D82, D83 =
Whether or not it is H2020, that is, whether the destination input is FROM TO input or FROM TO FROM TO input is selected. here,
FROMTO Since the FROM TO input is selected, the program moves to step 92 and the FROM TO FR of the control circuit 41 is selected.
The internal relay M702 for OM TO input is turned on. Further, in step 93, the home base H.264 is added to the destination 5 data (D84). Station data (D85) indicating B is input. Then, in step 94, the FROM TO count-up data (D140) is set to "5". That is, five destinations S including the internal data fifth destination command (destination ST = H.B) of the unmanned vehicle stored in D82 are included.
The T data is stored in the control circuit 41 of the unmanned traveling vehicle, and the control circuit 41 sequentially executes the operation control of the unmanned traveling vehicle based on this storage.

Next, at step 68, it is judged if the FROM TO count number D128 = 5. At this time, D128 = 0, so at step 68, “N
It is determined to be “O” and further to “YES” in step 69 shown in FIG.
And the destination ST data is D80 (ST2).
Is stored in D110. Then, in step 71, the destination D110 (serial data) is converted into data D90 that can be arithmetically processed.

Next, in step 72, "map data 1" is referred to. M702 ON is selected in step 73, and FROM TO count number D128 is selected in step 95.
= 0 is selected, and in step 96, the unmanned vehicle D1
28 = 0 with the content of 28 = 0. Destination B (ST2) is shown from B. Next, at step 97, D141 becomes H303.
It is determined whether or not 0, that is, whether or not SBVST is included in the route. Since SBVST is not included in the route of ST2, D141 = H3030 is selected, the program moves to step 79, and the “operation control routine”
Is executed. The "operation control routine" here is performed in the same procedure as that shown in the first embodiment. Also,
The "intersection control program" is also executed in the same procedure as that shown in the first embodiment.

(2) Destination ST2 to Destination ST3 Next, in step 80 shown in FIG. 12, the FROM TO count D128 is incremented by "1", and the program is returned to step 68. Then, according to D128 = 1, the program is moved to step 83 based on the determination of “NO” in steps 68 and 69, and further proceeds to step 84 based on the determination of “YES” in step 83. Be transferred. Then, in step 84, the destination ST data D81 (ST3) is stored in D110, and step 7
At 1, the destination D110 (serial data) is converted into data D90 that can be arithmetically processed. Next, in step 72, “map data 1” is referred to, and in step 73, M7
02 ON is selected, and the FROM TO count number D128 = 1 is selected in step 95. In step 100,
Destination 1 (ST, which is the content of D128 = 1 of the unmanned vehicle I)
Destination 2 (ST3) is indicated from 2). Next, in step 101, it is determined whether D141 is H3030, that is, whether the route includes SBVST. ST
Since SBVST is not included in the route of No. 3, the program immediately moves to step 79 and the "operation control routine" is executed.

The "operation control routine" is started in step 120 shown in FIG. 15, and the respective data D90 to D94 of the destination ST3 already determined in step 121 are transferred to the respective destination data D100 to D104. Then, in step 122, the “map data 2” stored in the control circuit 41 is read, and in step 123 the data D95 is read.
Current location BR data = 1 and data D101 stored in
Based on the “map data 2” from the destination BR data = 2 stored in, the number of branches = 2, the branch processing data = 2.
2 and forward / backward data = 1 is data D97, data D9
8 and data D135.

Next, step 124 and step 125
The forward mode is selected at a. And step 12
At 6, it is determined whether or not the current location BRD95 = 1 and the destination BRD101 = 2 are equal. Here, D95 <
Since it is D101, the program is moved to step 140 shown in FIG. 16 based on the judgment of "NO", the final section count number D121 is made equal to the destination SE = 1, and the final stop count number D126 is made equal to the destination TC = 1. To be done. Then, in step 141, the traveling of the unmanned vehicle I is started according to each branch data, and the forward branch sensor 31
The detection of the forward branch mark BM1 attached to the floor by a is started. The forward branch sensor 31 continues until the branch count number D120 becomes equal to the branch number D97 = 2.
Detection by a is performed.

"Multipoint stop control program" shown above
During execution of, the control circuit 41 executes the interruption of the "intersection control interrupt program" as described above. Here, the intersection processing at the branch point B1 including the switchback branch becomes a problem. Since the unmanned vehicle I is adapted to enter the branch 2, if there is no other unmanned vehicle II in the branch 2 at that time, the branch 2
It is necessary to perform the intersection control in consideration of the three cases where the unmanned traveling vehicle II is traveling forward at 4 and the unmanned traveling vehicle II is traveling backward at branch 2.

First, the execution of the program is started in step 150 shown in FIG. 19, the map data 3 is read in step 151, and the current position BR =
The intersection number D145 = 1 and the intersection number D147 = 0-1 are determined from 1 and the destination BR = 2. Further, the map data 4 is read in step 153, and step 15
4 at intersection number D147 = 1, switching channel data D190 = 3 (H0303), number of data D148 =
2, main data D149 = A (H4141), sub data D
150 = B (H4242), check branch D151
= 2 is determined. Next, at step 155, it is judged if the intersection count number D146 is equal to the intersection number D145. Here, the two are not equal, so "N
Based on the determination of "O", the program is moved to step 156, and it is determined whether the intersection count data D146 is 0 or not. Here, since D146 = 0, the program is moved to step 157 based on the determination of “YES”, further determined to be “NO” according to the intersection number D147 = 0, and the program is determined to be based on the determination of “NO”. Is step 15
Then, it is judged whether or not the intersection mark is detected.
Until the first intersection mark is detected, the program moves to step 159 based on the judgment of "NO", and the program moves to step 161 based on the judgments of "YES" in steps 159 and 160. . Now M716 is turned on and the program returns to step 158 to wait for the next intersection mark 1 detection. In this route, the unmanned vehicle I detects the intersection mark 1. Then, in step 158, based on the determination of "YES", the process proceeds to step 162, the intersection count data D146 is incremented by "1", and D146 = 1. Further, the intersection process is reset in step 163, and the program is returned to step 151.

Then, steps 151 to 154
After the same processing is performed in step 155, it is determined as "NO" in step 155 and step 156, and the program is moved to step 158. Since the intersection mark has already been detected, the program moves to step 159 based on the judgment of "NO", and further "NO" at step 159.
Based on this determination, the process proceeds to step 160. Where D
Since 147 = 1, the program is moved to step 164 based on the judgment of "NO", and it is judged whether or not the number of data D148 = 2. Then, the program moves to step 165 based on the determination of "YES" in accordance with D148 = 2, the control circuit 40 outputs the traveling stop command of the unmanned traveling vehicle I, and the unmanned traveling vehicle I stops.

Next, the program is moved to step 166, and it is judged whether the switching channel data D190 is 0 or not. Since D190 = 3 here, the program is moved to step 167 based on the determination of "NO", and it is determined whether the current channel data D191 is equal to the switching channel data D190. Here, D
Since 191 = 0, the program is moved to step 168 based on the determination of “NO”, and the wireless transmission / reception device 45 sets D1.
Switch to 90 channel data. Further, in step 169, the switching channel data D190 is input to the current channel data D191. Then, the processing is returned to step 167, and the program proceeds to step 170 based on the determination of “YES” based on D191 = D190.
Then, whether the number of data D148 is 1 or 2 is selected.
Here, double data D148 = 2 is selected, and the relay M719 is turned on in step 171.

Next, in step 172, the program outputs the operation stop command of the unmanned vehicle again, and the relay M7
62 is set. Then, in step 173, the destination branch D101 (branch 2) is the check branch D.
It is determined whether or not 151 and D152. Since D101 is a check branch, in step 194 D101 = D
151, D101 = D152, and subsequently, in step 195, main data D149 is input as transmission data D192 during traveling.

Next, it is determined whether or not the transmission / reception data of another unmanned traveling vehicle II is received by the unmanned traveling vehicle I, that is, whether another unmanned traveling vehicle II is present in the two branches. At step 176, T57 (2.7 seconds)
The timer is started, and in step 177, the transmission / reception data D149 or D150 is transmitted within 2.7 seconds.
Whether or not it was received by D201 = D149
Alternatively, if D201 = D150, it is determined whether or not D201 is the reception data storage area, and it is determined at step 178 whether or not the tongue has elapsed for 2.7 seconds. Another unmanned vehicle I
If I is not in branch 2, send / receive data D14
9 or D150 is not received by the unmanned vehicle I, “NO” in step 177, and “YE” in step 178.
Based on the determination of "S", the program is moved to step 179, and a signal indicating that there is no reception from the unmanned vehicle is output.
Then, in step 180, the transmission / reception data D192 = D
149 is input to D167, and the unmanned traveling vehicle I transmits the main data. In step 181, the unmanned vehicle I is accelerated and transmitted, and the relay M762 is reset. afterwards,
In step 182, the above process is repeated until there is the next intersection mark.

Next, the unmanned traveling vehicle I is different from the unmanned traveling vehicle II.
Is being received, that is, the case where another unmanned vehicle II is traveling forward or backward in the two branches. In step 176, T57 (2.
7 seconds) The timer is started and 2.7 in step 177.
The program is moved to step 183 based on the determination of "YES" in response to the fact that the transmission / reception data D149 or D150 from the unmanned traveling vehicle II is received by the unmanned traveling vehicle I within seconds. Then, after the T57 timer is turned off, in step 184, the transmission / reception data by the unmanned traveling vehicle II is selected as the main data D149 or the sub data D150, that is, whether the unmanned traveling vehicle II is moving forward or backward. . That is, it is determined whether the unmanned traveling vehicle II is traveling forward or backward in the branch 2. When the main data D149 is received, it is further determined in step 185 whether or not the destination of the unmanned vehicle I is the check branch, and if the destination is the check branch, the program is determined based on "YES". In step 187, the unmanned traveling vehicle I is prohibited from entering. Further, the received data is cleared in step 188, the T76 timer is started in step 189, and it is determined in step 190 whether the transmission / reception data is being received. "YES" when receiving
The program is moved to step 191 based on the determination that T
76 timer is turned off and program proceeds to step 184
Then, the same processing is repeated thereafter.

During that time, when the transmission data is changed to the sub data, that is, when the unmanned traveling vehicle II is changed to the backward traveling, D201 = D150 is selected in step 184, and the following steps 187 to 191 are similarly executed. To be done. Then, when another unmanned vehicle II leaves the branch point B2 and is no longer transmitted, the T76 timer finishes measuring the time of 6 seconds, and "YES" is determined in step 192.
Based on this determination, the program proceeds to step 180, and the unmanned traveling vehicle I proceeds to branch 2 while transmitting the main data D150 as described above. Then the program moves to step 182 to wait for the detection of the next intersection mark. Then, when the intersection mark is detected,
The program is moved to step 162 shown in FIG. 19, and after the processing of step 162, step 163 and steps 151 to 154, “YES” is entered in step 155.
Then, the intersection is counted up in step 193. As a result, subsequent detection of the intersection mark is stopped. Then, the program is moved to step 159, and is moved to step 196 in response to M716 being turned on.
Further, in step 196, in response to M716 being turned on, the process proceeds to step 158, and the following processing is performed.

When the unmanned traveling vehicle I passes the branch point B1, the program is moved to step 129 shown in FIG. 17 based on the judgment of "YES" in step 142.
The forward section sensor 33a starts detecting the section mark SM attached to the floor. The section count number D125 is the final section count number D12.
Forward section sensor 33a until 1 = 1
Detection is performed. When D125 = D121,
Based on the determination of "YES" in step 130, the program is moved to step 131, and the traveling speed of the unmanned vehicle is switched to the minimum speed. Next, at step 132, the forward stop sensor 32a starts detecting the stop mark TM attached to the floor. When the forward stop sensor 32a detects the first stop mark due to the movement of the unmanned vehicle and the stop count number D127 = 1, the program proceeds to step 13 based on the determination of “YES” in step 133.
After that, the unmanned vehicle is stopped at ST3.

Next, the program is moved to step 135 shown in FIG. 18, and the destination position (ST5) is updated to the current position. That is, each destination data D101 to D104
Is each current location data D95, D96, D123, D124
Moved to. Then, the program is moved to step 136, and the unmanned traveling vehicle performs the processing when the destination ST3 is stopped at D104.
Run according to. In this case, since D104 = 2, the baggage is unloaded. Then, when the process of D104 is completed, the program is moved to step 138 based on the determination of "YES" in step 137, all the destination data is cleared, and the intersection process is reset in step 138a. Then, in step 139, the S
The control up to T3 is completed, and the "operation control routine" is returned to the "multipoint stop control program".

(3) Destination ST3 to Destination S4 Next, in step 80 shown in FIG. 12, the FROM TO count D128 is incremented by "1", and the program is returned to step 68. Then, according to D128 = 2, the program is moved to step 85 based on the determination of “NO” in steps 68, 69 and 83, and further based on the determination of “YES” in step 85. To step 86. Then, in step 86, the destination ST data D82 (ST4) is stored in D110, and in step 71, the destination D110 (serial data) is converted into the data D90 that can be processed. Next, in step 72, "map data 1" is referred to,
M702 ON is selected in step 73, and FROM TO count D128 = 2 is selected in step 95 shown in FIG. Next, in step 104 shown in FIG. 14, the destination 2 which is the content of D128 = 2 of the unmanned traveling vehicle I.
Destination 3 (ST4) is shown from (ST3). Next,
In step 105, it is determined whether D141 is H3030, that is, whether SBVST is included in the route. Since SBVST is included in the map data of ST4, the program is moved to step 106, D85 is D84 (H.B), D84 is D83 (destination 4), D83.
D141 (SBV line) is input to, the FROM TO count data is moved to "6" in step 107, and the "operation control routine" is executed in step 79.

The "operation control routine" is started at step 120 shown in FIG. 15, and each data of the destination ST4 already determined at step 121 is the destination data D100.
To D104. Then, in step 122,
The "map data 2" stored in the control circuit 41 is read, and the current position BR data = 2 stored in the data D95 and the destination BR data = 2 stored in the data D101 are read as "map data 2" in step 123. Based on the above, the number of branches = 1, the branch processing data = 1, and the forward / backward data = 1 are transferred to the data D97, the data D98, and the data D135. Next, the forward mode is selected in steps 124 and 125a. Then, based on the determination of “YES” in step 126, the program proceeds to step 127.
The current location SE (D96) = 1 and the destination SE (D
102) = 1 is determined. Then, the program is moved to step 143 shown in FIG. 17, and the current position TC =
1 and the size of the destination TC = 2 are compared. Here, since the current position TC <destination TC, the final stop count number D126 is made equal to destination TC−current position TC = 1 in step 144, and the program is moved to step 131. In step 131, the traveling speed of the unmanned vehicle is switched to the minimum speed, and in step 132, detection of the stop mark TM is started. When the stop count number D127 = 1, the program shifts to step 134 based on the determination of “YES” in step 133, and the unmanned vehicle stops in ST4. Next, the program is moved to step 135, and the destination position (ST4) is updated to the current position. Next, the program is moved to step 136, and the unmanned vehicle executes the product which is the process when the destination ST4 is stopped. Then, in step 138, all the destination data is cleared,
After the intersection process is reset in step 138a,
In step 139, the control of the unmanned vehicle to ST4 is completed, and the "operation control routine" is returned to the "multipoint stop control program".

In the meantime, the control circuit 41 is executing the interruption of the "intersection control interrupt program",
In step 151, the map data 3 is read, and in step 152, the number of intersections D145 = 1 and the number of intersections D147 = 2-0 are determined from the current position BR = 2 and the destination BR = 2. Further, the map data 4 is read in step 153, and the intersection number D147 = in step 154.
3, switching channel D190 = 3 (H0303),
Number of data D148 = 2, main data D149 = A (H41
41) is determined. Next, at step 155, it is judged if the intersection count number D146 is equal to the intersection number D145. Here, since D146 ≠ D145, the program proceeds to step 156 based on the determination of “NO”.
Then, it is determined whether the intersection count data D146 is 0 or not. Here, since D146 = 0, “YES”
The program is moved to step 157 based on the determination that
Further, the program is moved to step 159 based on the determination of "YES" in accordance with the intersection number D147 = 2, and it is determined whether or not the relays M718, M719, M716 are all off. At the moment, all relays are off, so "Y
The program moves to step 160 based on the judgment of "ES", and further moves to step 164 according to D147 = 2. At step 164, the program moves to step 166 based on the judgment of "NO". Then, based on the judgment of "NO" in step 166, the program is moved to step 167, and it is judged whether or not the current channel data D191 is equal to the switching channel data D190. Here, D191 is still 0, so "NO"
Based on this determination, the program moves to step 168 and switches the channel of the wireless transmission / reception device 45 to the channel data of D190. Further, in step 169, the switching channel data D190 is input to the current channel data D191. Next, step 16
7 is returned to "YE" based on D191 = D190.
Based on the determination of "S", the program is moved to step 170, and the number of data D148 is D148 which is single data.
= 1 is selected, and the relay M718 is turned on in step 200.

Next, the program sets the traveling transmission data D192 to "A" in step 201 shown in FIG. Then, in step 2022, based on D146 = 0, the program executes step 2 based on the judgment of “NO”.
Then, the routine proceeds to step 15, where it is further determined to be "NO" and the routine proceeds to step 203, where the T75 timer (2.3 seconds) is started. Next, based on the judgment of “NO” in step 204 and “YES” in step 205, the program is moved to step 206, and no reception is clearly indicated, and data transmission D167 is executed in step 207 shown in FIG. The main data D192 is transmitted as. Then, it is determined in step 208 that the M762 is on, and the process proceeds to step 209,
The unmanned vehicle I is accelerated and started, the relay M762 is reset, and the program is moved to step 210. Since the unmanned traveling vehicle I does not receive the transmission signal from the other unmanned traveling vehicle II, the unmanned traveling vehicle I remains as it is.
Will be made. Then, in step 211, the detection of an intersection mark is waited.

(4) Destination ST4 to Destination S7 Next, in step 80 shown in FIG. 12, the FROM TO count D128 is incremented by "1", and the program is returned to step 68. Then, according to D128 = 3, the program is moved to step 88 based on the determination of “NO” in step 68, step 69, step 83 and step 85, and further, in step 88, “YE
Based on the determination of "S", the process proceeds to step 89. And
At step 89, the destination ST data D83 (ST
7) is stored in D110 and the destination D1 is entered in step 71.
Data D90 capable of arithmetic processing of 10 (serial data)
Is converted to

Next, "Map data 1" is referred to in step 72, M702 ON is selected in step 73, and FROM TO count D128 = 3 is selected in step 95 shown in FIG. Next, at step 108 shown in FIG. 14, destination 2 (ST4) to destination 3 (ST7), which are the contents of D128 = 3 of the unmanned traveling vehicle I, are shown. Next, in step 109, D141 is H3030.
It is determined whether or not, that is, whether or not SBVST is included in the route. Here, SBVST is used for the route of ST7.
Is not included, D141 = H3030 is selected, the program moves to step 79, and the “operation control routine” is executed.

The "operation control routine" is started in step 120 shown in FIG. 15, and each data of the destination ST4 already determined in step 121 is the destination data D100.
To D104. Then, in step 122,
The “map data 2” stored in the control circuit 41 is read, and the current position BR data = 2 stored in the data D95 and the destination BR data = 5 stored in the data D101 are read from the “map data 2” in step 123. Based on the above, the number of branches = 1, the branch processing data = 2, and the forward / backward data = 2 are transferred to the data D97, the data D98, and the data D135. Next, the reverse mode is selected in steps 124 and 125b. Then, in step 126, the program is moved to step 140 based on the judgment of "NO", and the final section count number D121 is set to the destination S.
E (D102) = 1 is set, and the final stop count number D12
6 is set as the destination TC (D103) = 1. Then, in step 141, the unmanned traveling vehicle is operated according to the map data 2, and when a branch mark is detected, the program proceeds to step 12 based on the determination of "YES" in step 142.
It moves to 9 and the section mark is counted. When the section count D125 becomes equal to the final section count D121 = 1, the program proceeds to step 1
Then, the driving speed of the unmanned vehicle is switched to the minimum speed. Then, in step 132, the stop mark T
When the detection of M is started and the stop count number D127 = 1, the program proceeds to step 134 based on the determination of “YES” in step 133, and the unmanned vehicle is set to S.
Stop at 74. Next, the program proceeds to step 13
5, the destination position (ST7) is updated to the current position. Further, the program is moved to step 136, and the unmanned vehicle executes only the stop, which is the process when the destination ST7 is stopped. Then, in step 138, all the destination data is cleared, in step 139, the control of the unmanned vehicle to ST7 is completed, and the "operation control routine" is returned to the "multipoint stop control program".

In the meantime, the control circuit 41 is executing the interruption of the "intersection control interrupt program",
At step 151, the map data 3 is read, and at step 152, the number of intersections D145 = 1 and the number of intersections D147 = 3-4 are determined from the current position BR = 2 and the destination BR = 5. Further, the map data 4 is read in step 153, and the intersection number D147 = in step 154.
3, switching channel D190 = 3 (H0303),
Number of data D148 = 1, main data D149 = B (H42
42) is determined.

Next, at step 155, it is judged if the intersection count number D146 is equal to the intersection number D145. Here, since D146 ≠ D145, “NO”
On the basis of the determination, the program moves to step 156, and it is determined whether the intersection count data D146 is 0 or not. Here, since D146 = 0, the program is moved to step 157 based on the determination of “YES”, and further, the program is moved to step 159 based on the determination of “YES” according to the intersection number D147 = 3, Relay M7
It is determined whether 18, M719, and M716 are all off. "YES" because all relays are off at the moment
The program is moved to step 160 based on the determination that
Further, according to D147 = 3, the program proceeds to step 16
4 and the program is moved to step 166 based on the judgment of “NO” in step 164,
Based on the judgment of "NO" in step 6, the program proceeds to step 1
In 67, it is determined whether the current channel data D191 is equal to the switching channel data D190. Here, since D191 is still 0, the program is moved to step 168 based on the determination of "NO" to switch the channel of the wireless transmission / reception device 45 to the channel data of D190. Further, in step 169, the switching channel data D190 is input to the current channel data D191. Then, the process is returned to step 167, and the program is moved to step 170 based on the determination of “YES” based on D191 = D190, the number of data D148 is D148 = 1 which is single data, and step 200 Then, relay M718 is turned on.

Next, in the program, the traveling transmission data D192 is set to "B" in step 201 shown in FIG. Then, in step 202, based on D146 = 0, the program proceeds to step 21 based on the judgment of "NO".
5 is moved to, and it is judged as "NO", and step 2 is executed.
03, the T75 timer (2.3 seconds) is started. Next, in step 204, “NO”, step 2
On the basis of the judgment of "YES" in 05, the program is moved to step 206, it is clearly indicated that there is no reception, and step 2
Main data D192 = data transmission D167 at 07 =
B is transmitted. Then, in step 208, M762
It is determined to be on, the routine proceeds to step 209, where the unmanned traveling vehicle I is accelerated and started, the relay M762 is reset, and the unmanned traveling vehicle is reset when it is not stopped. Further, the program is moved to step 210. Then, since the unmanned traveling vehicle I has not received the transmission signal from the other unmanned traveling vehicle II, the unmanned traveling vehicle I goes backward as it is. Then, in step 211, the detection of an intersection mark is waited for.

Since the intersection mark 4 is detected here, the program proceeds to step 1 based on the judgment of "YES".
Then, the number of intersections D146 is incremented by "1". Further, after the intersection processing is reset in step 163, the program is returned to step 151, and through steps 151 to 154, the program is moved to step 189 based on the determination of “YES” in step 155. , The intersection is counted up.
Then, “YES” in step 159, step 16
Based on the judgment of “NO” at 0, the program proceeds to step 1
64, 166, 167, 170, 190, the single data M718 is turned on, and the same processing is performed thereafter.

(5) Destination ST7 to Destination ST5 Next, in step 80 shown in FIG. 12, the FROM TO count D128 is incremented by "1", and the program is returned to step 68. Then, in accordance with D128 = 4, the program is moved to step 113 based on the determination of “NO” in step 68, step 69, step 83, step 85 and step 88, and further “YES” in step 113. Step 11 based on the judgment
Moved to 4. Then, in step 114, the destination ST data D83 (ST5) is stored in D110, and in step 71, the destination D110 (serial data) is converted into data D90 that can be processed. Next, in step 72, “map data 1” is referred to, and step 73
M702 ON is selected in step 9 and step 9 shown in FIG.
In 5, the FROM TO count number D128 = 4 is selected.
Next, in step 112 shown in FIG. 14, the destination 4 (ST7) to the destination 5 (ST5), which are the contents of D128 = 4 of the unmanned traveling vehicle I, are shown, and the program is moved to step 79 to execute the "operation control". The “routine” is executed.

The "operation control routine" is started in step 120 shown in FIG. 15, and each data of the destination ST5 already determined in step 121 is the destination data D100.
To D104. Then, in step 122,
The "map data 2" stored in the control circuit 41 is read, and the current position BR data = 5 stored in the data D95 and the destination BR data = 3 stored in the data D101 are read as "map data 2" in step 123. Based on the above, the number of branches = 1, the branch processing data = 1 and the forward / backward data = 1 are transferred to the data D97, the data D98 and the data D135. Next, the forward mode is selected in steps 124 and 125a. Then, based on the judgment of "NO" in step 126, the program is moved to step 140 shown in FIG. 16, and the final section count number D1 is set.
21 is set as the destination SE (D102) = 1, and the final stop count number D126 is set as the destination TC (D103) = 1.

Then, in step 141, the map data 2
When the unmanned vehicle is operated in accordance with the above, and the branch mark is detected, the program is moved to step 129 based on the judgment of "YES" in step 142, and the section mark is counted. Section count number D125
Is not equal to the final section count number D121 = 1, the program moves to step 131. Step 1
At 31, the traveling speed of the unmanned vehicle is switched to the minimum speed, detection of the stop mark TM is started at step 132, and the stop count number D127, which is the sum of the detection results by the forward stop sensor 32a, is the final stop count number D126. =
The process of step 133 is performed until it becomes equal to 1. When the stop count number D127 = 1, step 1
Based on the determination of "YES" at 33, the program proceeds to step 134, and the unmanned vehicle can be stopped at ST5. Next, the program is moved to step 135, and the destination position (ST5) is updated to the current position. Next, the program is moved to step 136, and the unmanned traveling vehicle executes the baggage dismounting process which is the process when the destination ST5 is stopped. Then, in step 138, all the destination data is cleared, and in step 138a, the intersection process is reset. Then, in step 139, the control of the unmanned vehicle to ST5 is completed, and the "operation control routine" is "multipoint." Return to the stop control program ".

In the meantime, the control circuit 41 is executing the interruption of the "intersection control interrupt program",
At step 151, the map data 3 is read, and at step 152, the number of intersections D145 = 1 and the number of intersections D147 = 0-0 are determined from the current position BR = 5 and the destination BR = 3. Further, the map data 4 is read in step 153, and the intersection number D147 = in step 154.
0, switching channel D190 = 0, number of data D14
8 = 0, main data D149 = 0 and sub data D150 =
0 and check branch D151 = 0 are determined.

Next, at step 155, it is judged if the intersection count number D146 is equal to the intersection number D145. Here, since D146 ≠ D145, “NO”
On the basis of the determination, the program moves to step 156, and it is determined whether the intersection count data D146 is 0 or not. Here, since D146 = 0, the program is moved to step 157 based on the determination of “YES”, and further, the program is moved to step 158 based on the determination of “NO” according to the intersection number D147 = 0. The detection of the intersection mark is determined. The intersection mark 0 is detected on this route, and accordingly, the program is moved to step 162 based on the determination of "YES", and D146 is incremented by "1". Further, after the intersection processing is reset in step 163, the program is returned to step 151, and through steps 151 to 154, the program is moved to step 193 based on the determination of “YES” in step 155. , The intersection is counted up.
Then, in steps 159 and 160, "YE
Based on the determination of "S", the program is moved to step 161, the communication process is reset, the relay M716 is turned on, and then the program is returned to step 158 to perform the following processes.

(5) Destination ST5 to destination H.264 B Next, in step 80 shown in FIG. 12, the FROM TO count D128 is incremented by "1", and the program is returned to step 68. Then, in accordance with D128 = 5, in step 68, step 69, step 83, step 85, step 88 and step 113, “N
Based on the determination of “O”, the program is moved to step 116. Then, in step 116, the destination ST data D85 (H.B) is stored in D110, and in step 71 the destination D110 (serial data) is converted into data D90 that can be processed. Next, step 72
"Map data 1" is referred to in step 73, and M is entered in step 73.
702 ON is selected, and in step 95 shown in FIG.
FROM TO Count D128 = 5 is selected. Next, at step 112 shown in FIG. 14, the destination 5 (ST5) to the destination 6 which are the contents of D128 = 5 of the unmanned traveling vehicle I.
(H.B) is shown, the program moves to step 79, and the "operation control routine" is executed.

The "operation control routine" is carried out in the same manner as in the first embodiment, and in step 80 D128 =
6 is returned to step 61 based on the determination of "YES" in step 68, and the execution of the "multipoint stop control program" is terminated. The "intersection control program" is also executed in the same manner as in the first embodiment.

Next, a modified example 1 of the above embodiment will be described with reference to FIG.
This will be described using 5. The above embodiment deals with the case where the switchback routes are individually provided. However, as shown in the intersection map of FIG. It is difficult to provide and handle the SBVST individually between the switchback paths. Therefore, as a first modification, both switchback paths are provided with a single SBVST for processing. That is, at the intersection mark 2, the main data A and the sub data B are provided, and the check branches are D151 = 3 and D152 = 4. As a result, similar to the case of a single switchback route, it is possible to perform control so that no collision occurs at the intersection of two unmanned traveling vehicles.

Next, a second modification of the above embodiment will be described with reference to FIG.
This will be described using 6. In the above embodiment, double data is used when there is a switchback route, but double data may be used when there is no switchback route. That is, the case where the routes R1 and R2 are arranged in parallel and close to each other and the curved route R3 that connects the two routes is provided is applicable. Then, the unmanned traveling vehicle I moves to the left on the route R1, and the unmanned traveling vehicle I
I moves to the right on the route R2. When the unmanned traveling vehicle I branches left on the route 3 at the branch point Bx, both traveling vehicles may collide without considering whether or not the unmanned traveling vehicle II is approaching. Therefore, for the unmanned traveling vehicle I, the double data E and F are adopted at the intersection 2. When the vehicle travels straight, the vehicle travels regardless of the transmission from the unmanned traveling vehicle II, and when the vehicle branches left, the unmanned traveling vehicle travels. The presence / absence of transmission from II was detected. This makes it possible to prevent a collision at the intersection of both unmanned vehicles by using the double data even on a route other than the switchback route.

In the above embodiment, serial data is used as the communication means, but parallel data may be used. Further, not only optical signals but also wireless signals may be used. Further, in the above embodiment, FR
I explained that OM TO transport is limited to 4 destination data, but 4
It does not have to be limited to one. In addition, the traveling course of the unmanned vehicle described in the above embodiments is an example, and the course can be freely designed, and the present invention can be applied to any course.

Further, in the above embodiment, ST, BR, SE, T are used as the multipoint operation control of the unmanned vehicle.
C, parameters such as processing are defined, and based on this, the relationship between the current location BR, the destination BR, the number of branches, the branch processing, and the forward / backward travel data is defined, and the traveling control of the unmanned vehicle is performed based on these respective data. Although the "intersection operation control" is applied to the above, the "intersection operation control" according to the present invention can be applied to other types of known operation control routines. Further, the present invention can be carried out by appropriately combining the above-described embodiments, and can be carried out in many other modes and modes without departing from the gist of the present invention.

[Brief description of drawings]

FIG. 1 is a perspective view schematically showing an unmanned vehicle according to an embodiment of the present invention.

FIG. 2 is a perspective view schematically showing the unmanned traveling vehicle.

FIG. 3 is a side view schematically showing the unmanned traveling vehicle.

[Fig. 4] Fig. 4 is a construction drawing and a design drawing for explaining branching and merging of the unmanned vehicle.

FIG. 5 is a construction drawing and a design drawing showing the relationship between a stop sensor and a stop mark and a section sensor and a section mark of the unmanned vehicle.

FIG. 6 is a construction diagram showing a relationship between a stop sensor and a stop mark, and a deceleration sensor and a deceleration mark of the unmanned traveling vehicle.

FIG. 7 is a course design diagram illustrating a station, a branch point, a branch, a section, and a process in a travel route of the unmanned traveling vehicle.

FIG. 8 is an intersection map for explaining a station, a branch, an intersection mark, an intersection number, a switching channel, transmission / reception data, and processing in the travel route of the unmanned vehicle.

FIG. 9 is a circuit diagram showing a configuration of an electric control device of the unmanned traveling vehicle.

10 is a part of a flowchart of a "multipoint stop control program" executed by the control circuit shown in FIG.

11 is a part of a flowchart of a "multipoint stop control program" executed by the control circuit shown in FIG.

12 is a part of a flowchart of a "multipoint stop control program" executed by the control circuit shown in FIG.

13 is a part of a flowchart of a "multipoint stop control program" executed by the control circuit shown in FIG.

14 is a part of a flowchart of a "multipoint stop control program" executed by the control circuit shown in FIG.

15 is a part of a flowchart of an "operation control routine" executed by the control circuit shown in FIG.

16 is a part of a flowchart of an "operation control routine" executed by the control circuit shown in FIG.

17 is a part of a flowchart of an "operation control routine" executed by the control circuit shown in FIG.

FIG. 18 is a part of a flowchart of an “operation control routine” executed by the control circuit shown in FIG. 9.

19 is a part of a flowchart of an "intersection control interrupt program" executed by the control circuit shown in FIG.

20 is a part of a flowchart of an "intersection control interrupt program" executed by the control circuit shown in FIG.

21 is a part of a flowchart of an "intersection control interrupt program" executed by the control circuit shown in FIG.

22 is a part of a flowchart of an "intersection control interrupt program" executed by the control circuit shown in FIG.

23 is a part of a flowchart of an "intersection control interrupt program" executed by the control circuit shown in FIG.

FIG. 24 is a part of a flowchart of an “intersection control interrupt program” executed by the control circuit shown in FIG. 9.

FIG. 25 is a part of an intersection map showing a switchback route portion according to Modification 1;

FIG. 26 is a part of an intersection map according to modification 2;

[Explanation of symbols]

10 ... bogie, 12a ... right drive wheel, 12b ... left drive wheel, 3
1a ... Forward branch sensor, 31b ... Reverse branch sensor, 32
a ... Forward stop sensor, 32b ... Reverse stop sensor, 33a
... forward section sensor, 33b ... backward section sensor, 34a ... forward guide sensor, 34b ... backward guide sensor, 35a ... forward deceleration sensor, 35b ... backward deceleration sensor, 36 ... start switch, 40 ... electric control device, 4
DESCRIPTION OF SYMBOLS 1 ... Control circuit, 44 ... Communication device, 45 ... Radio transmission / reception device, 46 ... Ground side communication control device, MI ... Magnetic induction band, B
M1 ... Branch mark, BM2 ... Reverse branch mark, TM ... Stop mark, SM ... Section mark, GM1 ... Forward deceleration mark, GM2 ... Reverse deceleration mark.

Claims (4)

[Claims] 1. A taxiway in which a plurality of routes for driving an unmanned vehicle planned in a predetermined area are combined,
Control a plurality of unmanned vehicles traveling on a taxiway provided with a confluence intersection where two routes merge and a plurality of stations for stopping the unmanned vehicle and performing a predetermined work are provided in the taxiway. An operation control method for an unmanned vehicle, wherein the unmanned vehicle has a plurality of channels for transmitting radio signals of a plurality of types of frequencies, and wireless transmission / reception for identifying and receiving radio signals of a plurality of types of frequencies. A device is provided, the taxiway is divided into a plurality of regions each including one or more stations, the confluence intersections are sequentially numbered, and two regions are selected from the plurality of regions to be combined. The number of confluence intersections in and between the two regions of each set, and the position of the confluence intersections sequentially numbered from the predetermined reference station position. Intersection data I showing the relationship with the intersection number array shown, and intersection data showing the relationship between the intersection number and a channel number showing a unique frequency channel of a wireless transmission / reception signal used within a predetermined range including the intersection. II is stored in a control device provided in the unmanned traveling vehicle, and an intersection provided in the unmanned traveling vehicle in the course from the designated traveling start station position to the traveling end station position of the unmanned traveling vehicle. The merging intersection is detected by the detecting means, and the intersection data I is detected for the detected merging intersection.
Based on the intersection data II, the wireless transmission / reception device wirelessly relates to a confluence intersection from another unmanned vehicle at the identified confluence intersection position based on the intersection data II. Whether or not a signal is transmitted is determined, and when there is no transmission, the unmanned traveling vehicle is run while transmitting a wireless signal, and when there is transmission of the wireless signal, control is performed to stop the unmanned traveling vehicle until there is no transmission. A method for controlling the operation of an unmanned vehicle that features it. 2. The operation control method for an unmanned vehicle according to claim 1, wherein at least one of the merged intersections collides with another unmanned vehicle due to an unmanned vehicle entering one of the routes. When the intersection is a specific confluent intersection having a possible specific route, the intersection data II indicates the number of data to be transmitted / received in the channel number with respect to the intersection number. And a data type indicating whether it is the first data corresponding to the forward movement of the unmanned vehicle and the second data corresponding to the backward movement when the number of data is two, and the identification indicating the specific route In addition to the route data, when the unmanned vehicle does not enter the specific route, when the unmanned vehicle receives the first data, the unmanned vehicle moves forward while transmitting the second data, When the unmanned vehicle receives the second data, the unmanned vehicle stops, and when the unmanned vehicle tries to enter a specific route, the unmanned vehicle stops when the unmanned vehicle receives the first data or the second data. However, when the first data and the second data are not received, the unmanned traveling vehicle is controlled so as to enter the specific route. 3. A taxiway in which a plurality of routes for driving an unmanned vehicle planned in a predetermined area are combined,
Provided in a plurality of unmanned vehicles operating on a taxiway provided with a confluence intersection where two routes merge, and a plurality of stations for stopping the unmanned vehicle and performing a predetermined work. An operation control device for an unmanned vehicle that controls the operation of the unmanned vehicle, which has a plurality of channels for transmitting wireless signals of a plurality of types of frequencies and identifies wireless signals of a plurality of types of frequencies. A wireless transmission / reception device for receiving and dividing the taxiway into a plurality of areas including one or more stations, assigning a merge intersection number to the merge intersection, and selecting and combining two areas from the plurality of areas. For a plurality of sets, the number of confluence intersections in and between the two regions of each set and the confluence intersections sequentially numbered from a predetermined reference station position The relationship between the intersection data I indicating the relationship with the intersection number array indicating the position and the channel number indicating the specific frequency channel of the wireless transmission / reception signal used within a predetermined range including the intersection with respect to the intersection number. Intersection data storage means for storing the intersection data II shown, intersection detection means for detecting each confluence intersection in the process from the designated traveling start station position to the traveling end station position of the unmanned vehicle, and the same intersection Based on the intersection data detected by the detection means and the intersection data I, the intersection intersection identification means for identifying the intersection intersection position, and at the identified intersection intersection position, based on the intersection data II, the wireless A transmitter / receiver is used to check whether other unmanned vehicles are transmitting wireless signals related to the same intersection. And a first traveling control means for controlling the unmanned traveling vehicle to proceed while transmitting the same wireless signal when there is no transmission and stopping the unmanned traveling vehicle until there is no transmission when the same wireless signal is transmitted. An operation control device for an unmanned vehicle characterized by being provided. 4. The operation control device for an unmanned vehicle according to claim 3, wherein at least one of the merging intersections is included.
When one of the routes is a specific confluence intersection having a specific route that may collide with another unmanned vehicle due to the entry of the unmanned vehicle into one of the routes, the intersection data I stored in the intersection data storage means.
I corresponds to the intersection number, the number of data representing either one or two data transmitted / received in the channel number, and the forward movement of the unmanned vehicle when the number of data is two. First data and second corresponding to reverse
When the unmanned traveling vehicle does not enter the specific route, the unmanned traveling vehicle receives the first data when the data type indicating any of the data and the specific route data indicating the specific route are added. Sometimes the unmanned vehicle travels while transmitting the second data, when the unmanned vehicle stops when the second data is received, and when the unmanned vehicle tries to enter the same specific route, the unmanned vehicle travels. Car is first
The unmanned traveling vehicle is stopped when the data or the second data is received, and second traveling control means is provided for controlling the unmanned traveling vehicle to enter the specific route when the first data and the second data are not received. An operation control device for an unmanned vehicle, which is characterized in that