WO2011070869A1

WO2011070869A1 - Mobile body system

Info

Publication number: WO2011070869A1
Application number: PCT/JP2010/069058
Authority: WO
Inventors: 順太田; 寿人日野; 俊光東; 由昌小林
Original assignee: 国立大学法人東京大学; 村田機械株式会社
Priority date: 2009-12-07
Filing date: 2010-10-27
Publication date: 2011-06-16
Also published as: JPWO2011070869A1; TW201134737A

Abstract

An automated warehouse (1) is provided with a plurality of transfer units (32) and a first crane controller (47A). The transfer units (32) are disposed so as to be movable in a plane. Before a transfer unit (32) initiates movement, the first crane controller (47A) checks a planned movement path for interference from other transfer units (32) and if interference is detected, the first crane controller (47A) generates an alternative path having a point (3) on a normal (78) of a vector (76), which connects a departure position (73) and a target position (75), at the midpoint (77) thereof as a via point.

Description

Mobile system

The present invention relates to a mobile system, and more particularly, to a mobile system in which a plurality of mobile bodies can move within a plane range.

A conventional automatic warehouse includes, for example, a pair of racks, a stacker crane, a warehouse station, and a warehouse station. The pair of racks are provided at a predetermined interval in the front-rear direction. The stacker crane is provided so as to be movable in the left-right direction between the front and rear racks. The warehousing station is arranged on the side of one rack. The delivery station is arranged on the side of the other rack. The rack has a large number of article storage shelves arranged vertically and horizontally. The stacker crane has a traveling carriage, a lifting platform that can be raised and lowered by a mast provided therein, and an article transfer device (for example, a slide fork that is slidable in the front-rear direction). is doing. In the loading / unloading station, a conveyor is used to transport the articles.

Recently, in order to improve the efficiency of the article storage work, an automatic warehouse has been proposed in which, for example, two stacker cranes can pass between the front and rear racks. In this automatic warehouse, a pair of racks and two stacker cranes that can run in parallel are arranged between them. In this case, the article transfer device of the stacker crane can carry in / out goods for any of the front and rear racks.

When this automatic warehouse is viewed from the side, each set of two stacker crane elevators and article transfer devices (hereinafter referred to as “transfer section”) interferes with each other in a two-dimensional plane. It can be grasped as two moving bodies that move in a state where there is a possibility of being. These two moving bodies can be freely moved in a plane by a combination of the traveling operation of the traveling carriage and the lifting operation of the lifting device. Therefore, in order to prevent interference between the two moving bodies, it is necessary to appropriately control the movement of the moving body.

Generally, a technique for preventing the interference of a plurality of moving bodies is required not only in an automatic warehouse but also in a transport cart system. For example, in the transport cart system described in Patent Document 1, the transport cart transmits the current position to the network at predetermined time intervals, intercepts the positions of other transport carts, and determines the position after a predetermined time based on the speed. Estimate and feed back to the running speed of the aircraft. Further, at the branching part and the joining part, a route map is used in which two travel routes after the branching and before joining are overlapped. Thereby, a conveyance trolley can drive autonomously, and it is not necessary to stop at a branching part or a joining part waiting for driving permission.

JP 2005-301364 A

Generally, in order to prevent the interference of a plurality of moving bodies, it is necessary to perform a route search process for a plurality of moving bodies, and in order to perform an optimum route search, a large load is applied to the calculation unit in the control device. End up.

An object of the present invention is to reduce the processing load related to route search for preventing interference between a plurality of moving objects.

Hereinafter, a plurality of modes will be described as means for solving the problems. These aspects can be arbitrarily combined as necessary.
A mobile body system according to an aspect of the present invention includes a plurality of mobile bodies and a control unit. The plurality of moving bodies are arranged so as to be movable in a plane. The control unit checks the interference with the other moving body on the planned moving path before the moving body starts moving, and if it determines that there is an interference, the control unit selects a point on the normal line on the line connecting the starting position and the target position. A detour route having as a waypoint is generated.

In this system, by setting the waypoint through which the moving body passes as a point on the normal line on the line connecting the starting position and the target position, the processing load on the route search in the control unit is reduced. Therefore, the time required for route search is shortened.

One point for drawing the normal line may be an intermediate point of a straight line connecting the starting position and the target position. This shortens the time required for route search.

One point for drawing the normal may be a point where interference with another moving body is predicted on the planned movement route. This shortens the time required for route search.

The bisection method may be used for setting the waypoints. This shortens the time required for route search.

In the bisection method, the first set point may be set at a position farthest possible on the layout from one point for drawing the normal. Thereby, interference between moving bodies is prevented more reliably.

The via point may be set in an area on the opposite side to the position of the other moving body in the area divided by the line connecting the starting position and the target position. Thereby, interference of a moving body is prevented more reliably.

A mobile system according to another aspect of the present invention includes a plurality of mobile bodies and a control unit. The plurality of moving bodies are arranged so as to be movable in a plane. The control unit confirms interference with another moving body on the planned movement path before one of the plurality of moving bodies starts moving, and delays the start of moving the one moving body and / or determines that interference occurs. A detour route having a point on the normal line at a point on the line connecting the starting position and the target position as a via point is generated.

This system uses two methods to avoid interference by correcting the moving conditions of the moving body. Therefore, the moving condition of the moving body can be preferably corrected.

The control unit may calculate a scheduled travel time for a method for delaying the start of movement and a method for generating a detour route, and may employ a method for shortening the planned travel time.
In this system, since only one of the two methods is used, the amount of calculation is reduced.

In the mobile system according to the present invention, it is possible to reduce the processing load in route search for preventing interference between a plurality of mobile bodies.

1 is a schematic plan view of an automatic warehouse in which an embodiment of the present invention is adopted. It is II arrow directional view of FIG. 1, and is a figure for demonstrating a rack and a stacker crane. It is a partially omitted side view of the automatic warehouse, and is a diagram for explaining a rack and a stacker crane. The functional block diagram which shows the automatic warehouse control structure as 1st Example. The functional block diagram which shows the automatic warehouse control structure as 2nd Example. The functional block diagram of the control part of a stacker crane. The state transition diagram of a stacker crane. The flowchart which shows the track determination / movement process of a crane controller. The flowchart which shows the track | orbit selection process of a crane controller. The schematic diagram which shows the some track | orbit between a starting position and a target position. FIG. 3 is a schematic diagram showing two trajectories between a starting position and a target position. The schematic diagram for demonstrating the method of delaying the travel start timing of one transfer part, when transfer parts may interfere. The schematic diagram for demonstrating the method in which one transfer part drive | works a detour path | route, when transfer parts may interfere. The flowchart which shows the selection process of the avoidance method by the change of a track condition. The flowchart which shows the process which determines the optimal value by a bisection method. Time axis from 0 with interference to t _max without interference. The schematic diagram which shows the process which determines the viapoint which left | separated from the driving planned track. The schematic diagram which shows the process which determines the viapoint which left | separated from the driving planned track. The schematic diagram which shows the operation | movement which a transfer part evacuates in a deadlock state. The mimetic diagram showing standby operation when two transfer parts try to access the same article storage shelf. The flowchart which shows the interference avoidance process before the transfer operation of a crane controller.

(1) Overall Automated Warehouse An automated warehouse 1 as an embodiment according to the present invention will be described with reference to FIGS. FIG. 1 is a schematic plan view of an automatic warehouse in which an embodiment of the present invention is adopted. FIG. 2 is a view taken in the direction of arrow II in FIG. 1 and is a view for explaining a rack and a stacker crane. FIG. 3 is a partially omitted side view of the automatic warehouse and is a view for explaining a rack and a stacker crane. In this embodiment, the left-right direction in FIGS. 1 and 2 is the front-rear direction X of the automatic warehouse 1, and the up-down direction in FIG. 1 and the left-right direction in FIG.

The automatic warehouse 1 mainly includes a pair of racks 2 (first rack 2A and second rack 2B) and a pair of stacker cranes 3 (first stacker crane 3A and second stacker crane 3B).

(2) Rack The first rack 2A and the second rack 2B are arranged so as to sandwich the stacker crane passage 5 extending in the left-right direction Y of the automatic warehouse 1. The first rack 2A and the second rack 2B include a large number of front struts 7 arranged along the left-right direction Y at a predetermined interval, and rear struts 9 arranged behind the front strut 7 with a predetermined interval therebetween, A number of article support members 11 provided on the front column 7 and the rear column 9 are provided. An article storage shelf 13 is constituted by a pair of left and right article support members 11, and a fork passage gap 15 that allows the slide fork 31 described later to move in the vertical direction is formed between them. As is apparent from the drawing, each article storage shelf 13 is arranged in a large number on the left, right, top and bottom, and an article W can be placed on each. Each article W is placed on the pallet P (see FIG. 2) and moved together with the pallet P.
A warehouse station 17 is disposed on one side of the second rack 2B, and a warehouse station 19 is disposed on one side of the first rack 2A.

(3) Stacker crane Next, the first stacker crane 3A and the second stacker crane 3B will be described with reference to FIGS. In FIGS. 1 and 2, the structures of the first stacker crane 3A and the second stacker crane 3B are simplified.

The first stacker crane 3A and the second stacker crane 3B travel in parallel in the vicinity of the rack 2 and can transfer the article W to and from the rack 2. Hereinafter, the stacker crane will be described in more detail. Between the first rack 2A and the second rack 2B, a first traveling rail 21A and a second traveling rail 21B arranged in the front-rear direction X of the automatic warehouse 1 along the stacker crane passage 5 are provided. Each of the first traveling rail 21A and the second traveling rail 21B has a pair of upper and lower rails 26, by which the first stacker crane 3A and the second stacker crane 3B are moved in the left-right direction Y of the automatic warehouse 1. It is guided to be movable.

The first stacker crane 3A and the second stacker crane 3B mainly include a traveling carriage 22, a pair of masts 23 (left mast 23A, right mast 23B) provided on the traveling carriage 22, a left mast 23A, and a right mast 23B. An upper frame 25 that connects the upper ends of the two, a traveling wheel 27 provided on the traveling carriage 22, a lifting platform 29 that is mounted on the left mast 23A and the right mast 23B so as to be movable up and down, and an advance / retreat mechanism (see FIG. And a slide fork 31 slidably provided in the front-rear direction X. The lifting platform 29 has a lifting guide roller 34 guided by the left mast 23A and the right mast 23B.

Since the slide fork 31 is slidable on both sides in the front-rear direction X, it can access both the first rack 2A and the second rack 2B. That is, the slide fork 31 can transfer the article W between the rack adjacent to the traveling rail on which the own machine travels and the rack adjacent to the traveling rail on which the other apparatus travels.

2 and 3, the pallet P and the article W are placed on the slide fork 31 of the lifting platform 29.

In the following description, the lifting platform 29 and the slide fork 31 are collectively described as the transfer unit 32. There are a case where the article W and the pallet P are mounted on the transfer unit 32 and a case where it is not mounted.

The transfer unit 32 moves in and out of the article W by moving in a two-dimensional plane (YZ plane in FIG. 3) formed in the horizontal and vertical directions. The transfer unit 32 is freely movable in a plane by a combination of the traveling operation of the traveling carriage 22 and the lifting operation of the lifting device. As apparent from FIG. 2, the transfer parts 32 are arranged at positions overlapping in the front-rear direction Y. Therefore, only when the transfer parts 32 are completely displaced in the vertical direction, the first stacker crane is arranged. 3A and the second stacker crane 3B can pass each other.

As shown in detail in FIG. 3 (not shown in FIGS. 1 and 2), the first stacker crane 3A and the second stacker crane 3B have a control panel 33, a travel motor 35, and a lifting motor 37. . The control panel 33 is provided on the further rear side of the right mast 23B. The travel motor 35 is provided on the left mast 23A. The elevating motor 37 is provided on the left mast 23A.

The control panel 33 has electrical equipment such as an inverter, a converter, and a breaker for the traveling motor 35 and the lifting motor 37 inside. The control panel 33 houses a crane controller which will be described later.

The elevating motor 37 can drive the drum 41 as shown in FIG. A wire 43 extends from the drum 41. The wire 43 is wound around a roller 44 provided on the upper frame 25, and is further connected to the lifting platform 29.

(4) Stacker Crane Control Configuration Next, the control configuration of the automatic warehouse 1 will be described with reference to FIGS. 4 and 5. FIG. 4 is a functional block diagram showing an automatic warehouse control configuration as the first embodiment. FIG. 5 is a functional block diagram showing an automatic warehouse control configuration as the second embodiment.

In FIG. 4, a system controller 45, a first crane controller 47A, and a second crane controller 47B are shown. The first crane controller 47A is mounted on the first stacker crane 3A and controls the operation of the first stacker crane 3A. The second crane controller 47B is mounted on the second stacker crane 3B and controls the operation of the second stacker crane 3B. The system controller 45 is a controller higher than the first crane controller 47A and the second crane controller 47B, and can communicate with the first crane controller 47A and the second crane controller 47B. In the first embodiment shown in FIG. 4, the first crane controller 47 A and the second crane controller 47 B communicate with each other only via the system controller 45. In the second embodiment shown in FIG. 5, the first crane controller 47 A and the second crane controller 47 B can communicate directly without going through the system controller 45.
Note that the data transmitted and received between the first crane controller 47A and the second crane controller 47B include state data for notifying normality / abnormality, conveyance data being executed, and the current position.

Next, the first crane controller 47A disposed in the control panel 33 will be described with reference to FIG. FIG. 6 is a functional block diagram of the control unit of the stacker crane. Since the second crane controller 47B is the same as the first crane controller 47A, the description thereof is omitted. Further, the first crane controller 47A and the second crane controller 47B may not be mounted on the stacker crane.

The first crane controller 47 A includes a main controller 53, a travel control unit 55, a lift control unit 57, and a transfer control unit 59. These control units include computer hardware such as a CPU and a memory. In FIG. 4, these control units are expressed as functional blocks realized by the cooperation of the computer hardware and software. These control units may be realized by a single computer having a plurality of functions.

The main controller 53 can communicate with the travel control unit 55, the elevation control unit 57, and the transfer control unit 59. Further, the main controller 53 can communicate with the system controller 45 and the second crane controller 47B. Communication occurs regularly or as needed.

The traveling control unit 55 is a control unit for controlling traveling / stopping of the traveling wheel 27, and is connected to the traveling motor 35 and the rotary encoder 63. The lifting control unit 57 is a control unit for moving the lifting platform 29 up and down along the left mast 23 A and the right mast 23 B, and is connected to the lifting motor 37 and the rotary encoder 65. The transfer control unit 59 is a control unit for moving the slide fork 31 in the front-rear direction X, and is connected to the transfer motor 67 and the rotary encoder 69.

(5) State Transition of Stacker Crane State transitions of the first stacker crane 3A and the second stacker crane 3B will be described with reference to FIG. FIG. 7 is a state transition diagram of the stacker crane.

There are four types of states: idle (idle state), move (moving state), transfer (transfer state), and wait (standby state). Transition from one state to another state is performed after monitoring at a certain time interval and waiting for a condition to be met. In idle, a movement or transfer operation plan is performed. In the move, the transfer unit 32 is caused to travel to the target position. In transfer, the transfer unit 32 transfers the article W to and from the rack 2. In wait, the transfer unit 32 enters a standby state and waits until it does not interfere with other transfer units 32. The wait is a state waiting for a change in the status with another device, and does not generate an operation. If the other device generates an action, the wait is canceled.

If the state of the stacker crane is idle, execute findTransjectory () or findWaitTimeforTransfer () and wait for transition to move, transfer, or wait. findTransjectory () is a function for motion planning when moving. While waiting, the status of other stacker cranes is monitored periodically, and if it is a wait, it is shifted to idle.

A case where the state of the stacker crane is idle will be described. If migration is planned, execute findTransject () to move to move. If the transfer part 32 arrives at a target position, it will transfer from move to idle.
If transfer is planned, execute findWaitTimeforTransfer () to move to transfer. When the transfer of the article W is completed, the transfer moves from idle to idle. idle executes findTransjectory () or findWaitTimeForTransfer () and shifts to wait. When the state of the stacker crane is wait, the process shifts to idle periodically or by another machine.

Furthermore, when DetectCollationOnUnusual () = NG, the transfer unit decelerates and stops and shifts from move to wait. This is interference avoidance at the time of movement, and is executed only when the other transfer unit 32 is urgently stopped. More specifically, monitoring is performed at a certain time interval, and when the other transfer unit 32 is stopped urgently, if it is determined that the own device interferes with the movement, the own device is decelerated and stopped.

(6) Outline Description of Trajectory Determination / Movement Processing The operation when findTransjectory () is executed in idle will be described with reference to FIG. FIG. 8 is a flowchart showing the track determination / movement process by the crane controller.
In the following description, the transfer unit 32 of the first stacker crane 3A will be described as a movement target.

First, an outline of the flow of each step will be described, and then each step will be described in detail.
In step S1, the first crane controller 47A determines whether or not the transfer unit 32 of the own machine can avoid interference with other transfer units 32 by selecting a track before starting the movement. If it is determined that the interference can be avoided by selecting the trajectory, the process proceeds to step S2. In step S2, the first crane controller 47A selects a track (described later), and then the process proceeds to step S3. In step S3, the first crane controller 47A causes the transfer unit 32 to travel along the selected track. That is, the state of the first stacker crane 3A shifts from idle to move.

If it is determined in step S1 that the interference with other transfer units 32 cannot be avoided by selecting the trajectory, the process proceeds to step S4. In step S4, the first crane controller 47A determines whether or not interference can be avoided by correcting the track condition of the selected track. Therefore, interference between the transfer parts 32 is more reliably prevented. If it is determined that the interference can be avoided by correcting the orbital condition, the process proceeds to step S5. In step S5, the first crane controller 47A adopts the shorter one of the two avoidance methods (described later), and then the process proceeds to step S6. Thereby, although the optimal trajectory is not guaranteed, the transfer unit 32 can reach the target position earlier under the conditions. In step S6, the first crane controller 47A causes the transfer unit 32 to travel based on the corrected track condition. That is, the state of the first stacker crane 3A shifts from idle to move.
In step S4, the determination in step S4 may be completed when at least one avoidance path without interference is found. Further, in step S4, the calculation may be performed by the same procedure as in step S5, and the information may be used in step S5.

If it is determined in step S4 that the interference cannot be avoided by correcting the orbital conditions, the process proceeds to step S7. In step S7, the first crane controller 47A determines whether or not it is in a deadlock state. If it is determined that there is a partner in the traveling direction of each other and it is determined that the deadlock state exists, the process proceeds to step S8. In step S8, the first crane controller 47A generates a retreat path (described later), and then the process proceeds to step S6. In step S6, the first crane controller 47A causes the transfer unit 32 to travel on the retreat path. In other words, the state of the first stacker crane 3A shifts from idle to move.

If it is determined in step S7 that it is not in a deadlock state, the process proceeds to step S9. In step S9, the first crane controller 47A places the transfer unit 32 in a standby state (described later). That is, the state of the first stacker crane 3A shifts from idle to wait.

(7) Trajectory selection operation (step S2 in FIG. 8)
The trajectory selection operation in step S2 of FIG. 8 will be described in detail with reference to FIGS. FIG. 9 is a flowchart showing the trajectory selection process of the crane controller. FIG. 10 is a schematic diagram showing a plurality of trajectories between the starting position and the target position. FIG. 11 is a schematic diagram showing two trajectories between the starting position and the target position.

The first crane controller 47 A and the second crane controller 47 B search for the shortest time path that can avoid interference with other transfer parts 32 from among the plurality of shortest time paths before the transfer part 32 starts to move. . The shortest time paths to be selected are only the two shortest time paths (first trajectory 81 and second trajectory 82) that form the boundary lines of the upper, lower, left, and right regions diagonally from the starting position to the target position. .

Hereinafter, the selection process will be described in detail. The transfer part 32 is movable in any direction of running and raising / lowering. The control in the running / lifting direction is independent, and a trapezoidal approximate speed table is given according to the moving distance of each axis. In FIG. 10, a plurality of tracks (first track 81, second track 82, third track 83, and fourth track 84) are shown between the starting position 91 and the target position 93. In this case, since the distance in the traveling direction is longer than the distance in the ascending / descending direction, the traveling time in the traveling direction is longer than the traveling time in the ascending / descending direction. Each of these tracks has a constant time in the traveling direction, and is different by changing only the start timing of the up / down direction operation or the start timing and speed of the up / down direction operation. Specifically, the trajectory gradually shifts to the right by delaying the start of movement in the vertical axis direction. This means that the trajectory with the shortest time can be selected from a plurality of candidates by adjusting the travel start time of the travel or lift within the range of the travel time of the travel axis minus the travel time of the lift axis.
In other words, the two shortest time paths are, in other words, the first trajectory when the shorter start time is the earliest compared to the longer time by comparing the traveling time from the starting position to the target position and the ascending / descending time, This is the second trajectory when it is slowest.

Of these plural tracks, the first crane controller 47A actually considers the selection in the first outermost region of the quadrangular (or parallelogram) region formed by the set of tracks from the starting position to the target position. There are only one track 81 and a fourth track 84. The first track 81 and the fourth track 84 are a combination of two tracks that are farthest apart from each other as a set of two tracks. Therefore, when interference occurs in both of the trajectories, there is no trajectory that can avoid the interference. That is, from the viewpoint of trajectory selection, it is sufficient to select either the first trajectory 81 or the fourth trajectory 84.

In the automatic warehouse 1, the first crane controller 47A searches only two shortest time paths as avoidance paths. Therefore, the amount of calculation required for the avoidance route search process is reduced. As a result, the first crane controller 47A can determine the avoidance route in a short period.
The number of trajectories is usually two. However, for example, when moving in the horizontal direction or the vertical direction, the number of trajectories is one.

In step S11 of FIG. 9, the first crane controller 47A determines whether or not the first track 81 is safe. If it is determined to be safe, the process proceeds to step S12. In step S12, the first crane controller 47A selects the first track 81 as the track.

If it is determined in step S11 that the first track 81 is not safe, the process proceeds to step S13. In step S13, it is determined whether or not the fourth track 84 is safe. If it is determined that the fourth track 84 is safe, the process proceeds to step S12. In step S12, the first crane controller 47A selects the fourth track 84 as the track.

If it is determined in step S13 that the fourth track 84 is not safe, the process proceeds to step S14. In step S14, the first crane controller 47A determines not to select a track.

(8) Selection of avoidance method by changing orbital conditions (step S5 in FIG. 8)
The selection of the avoidance method by changing the orbital condition in step S5 will be described with reference to FIGS. FIG. 12 is a schematic diagram for explaining a method of delaying the travel start timing of one transfer unit when there is a possibility that the transfer units interfere with each other. FIG. 13 is a schematic diagram for explaining a method in which one transfer unit travels a detour route when there is a possibility that the transfer units interfere with each other. FIG. 14 is a flowchart showing the avoidance technique selection process by changing the orbital condition.

In the embodiment of FIG. 12, the scheduled traveling tracks of the first transfer unit 101 and the second transfer unit 102 partially overlap, but there are also portions that do not overlap each other. More specifically, the first transfer unit 101 has a position opposite to the second transfer unit 102 as a target position, and travels toward the second transfer unit 102. The second transfer unit 102 sets the position on the lateral side of the first transfer unit 101 as a target position, and initially travels toward the first transfer unit 101 and deviates from the middle to the upper side in the drawing. However, it is predicted that the first transfer unit 101 and the second transfer unit 102 will collide at the collision position 95. In this embodiment, considering the movement of the first transfer unit 101, the first transfer unit 101 travels the detour route 100 passing through the route point 99 or the first transfer unit 101 sends the travel start timing. Any of the techniques can avoid interference.

In the example of FIG. 13, the planned traveling track of the fourth transfer unit 104 is included in the planned traveling track of the third transfer unit 103. More specifically, the third transfer unit 103 has a target position behind the fourth transfer unit 104 and travels toward the fourth transfer unit 104. The fourth transfer unit 104 has a target position in front of the third transfer unit 103 and travels toward the third transfer unit 103. However, it is predicted that the third transfer unit 103 and the fourth transfer unit 104 will collide at the collision position 97. In this embodiment, considering the movement of the third transfer unit 103, interference cannot be avoided even if the travel start time is delayed. Therefore, a method in which the third transfer unit 103 travels on the detour route 121 passing through the waypoint 120 is used. adopt.

The first crane controller 47A executes an avoidance technique selection process by changing the track condition. In FIG. 14, in step S21, the first crane controller 47A determines whether or not interference can be avoided by a method of delaying the travel start timing. If it is determined that interference cannot be avoided, the process proceeds to step S25. In step S25, the first crane controller 47A determines to use a method for generating a detour route.

If it is determined in step S21 that interference can be avoided, the process proceeds in the order of step S22, step S23, step S24, and step S25. In step S22, the first crane controller 47A calculates a travel start delay time when a method of delaying the travel start timing of the transfer unit 32 is adopted. In step S 23, the first crane controller 47 A calculates the extra time when the transfer unit 32 adopts the method of traveling on the detour route. In step S24, the first crane controller 47A selects the shorter method by comparing the travel start delay time and the time taken by the detour route. In step S25, the first crane controller 47A determines to adopt the selected method.

(9) Bisection method Next, the bisection method will be described with reference to FIG. FIG. 15 is a flowchart showing a process for determining the optimum value by the bisection method. The bisection method is applicable to both setting of the departure start delay time and setting of a detour route via point.

First, a general bisection method will be described.
In step S31, the first crane controller 47A sets a maximum value.
In step S32, the first crane controller 47A searches for an intermediate point.

In step S33, the first crane controller 47A determines whether or not there is interference between the transfer units 32 when traveling under the condition of the intermediate point. If it is determined that there is interference, the process proceeds to step S34, and the first crane controller 47A searches for an intermediate point in a region having a larger value as viewed from the reference intermediate point. If it is determined that there is no interference, the process proceeds to step S35. In step S35, the first crane controller 47A determines whether or not the post-division length (search step size) by the immediately preceding division is equal to or less than a predetermined value. If it is determined that it is below the predetermined value, the process ends. If it is determined that the predetermined value is exceeded, the process proceeds to step S36, and the first crane controller 47A searches for an intermediate point in a region having a smaller value when viewed from the reference intermediate point.
After step S34 or step S36, the process returns to step S33.

(9-1) Setting of departure start delay time Next, the case where the bisection method is used for setting the departure start delay time will be described with reference to FIG. FIG. 16 is a time axis from 0 with interference to t _max without interference.

A description will be given based on the time axis 71. In step S31, the first crane controller 47A sets t _max in FIG. 16 as the maximum value. For example, t _max is set to twice the scheduled movement time. t _max may be a time until the movement of the other transfer unit 32 is completed.

In step S32, the first crane controller 47A searches for an intermediate point of the entire time axis 71. In FIG. 16, the intermediate point is indicated by (1).

In step S33, the first crane controller 47A determines whether there is interference between the transfer units 32 when the traveling is delayed by the time of the first intermediate point (1). In this case, since there is no interference, the process proceeds to step S35, and the first crane controller 47A determines whether or not the length after division by the immediately preceding division is equal to or less than a predetermined value. The predetermined value is, for example, 0.1 seconds. In this case, since the predetermined value is exceeded, the process proceeds to step S36. In step S36, the first crane controller 47A searches for an intermediate point in a region having a smaller value when viewed from the intermediate point searched immediately before. In this case, the second intermediate point (2) is selected.

Thereafter, the flow of steps S33 to S36 is repeated, and the intermediate point moves to (1), (2), (3), (4), and (5). When the fifth intermediate point (5) is searched in step S34, it is determined in step S33 that there is no interference, and in step S35, the length between the intermediate points (4) and (5) is equal to or less than a predetermined value. As a result, the value of the fifth intermediate point (5) is set as the travel start delay time in step S37. This value is a time in which the delay time is shortened as much as possible within a range where no interference occurs.
As described above, since the first crane controller 47A uses the bisection method to determine the time for delaying the start of movement, the time required for the route search is shortened.

(9-2) Setting of detour route route point Next, the case where the bisection method is used for setting the detour route route point will be described with reference to FIG. FIG. 17 is a schematic diagram illustrating a process for determining a waypoint away from the planned traveling track.

Hereinafter, the first crane controller 47A of the fifth transfer unit 105 will be described. In step S31, in FIG. 17, the first crane controller 47A sets d as the maximum value in the direction in which the normal 78 of the intermediate point 77 in the vector 76 connecting the starting position 73 and the target position 75 of the fifth transfer unit 105 extends. Set _max . d _max is the maximum distance possible on the layout, and the direction thereof is the region where the sixth transfer unit 106 does not exist or the influence of the sixth transfer unit 106 is small in the two regions divided by the vector 76. Set to Thereby, interference of the 5th transfer part 105 and the 6th transfer part 106 is prevented more reliably. d _max may be 3000 mm as a sufficiently large fixed value, for example.
As described above, since the point that draws the normal line for obtaining the waypoint is the midpoint of the straight line connecting the starting position and the target position, the time required for the route search is shortened.

In step S32, the first crane controller 47A searches for an intermediate point. In FIG. 17, the intermediate point is indicated by (1).

In step S33, the first crane controller 47A determines whether or not there is interference between the fifth transfer unit 105 and the sixth transfer unit 106 when the first crane controller 47A travels a distance of the first intermediate point (1). To do. In this case, since there is no interference, the process proceeds to step S35, and the first crane controller 47A determines whether or not the length after division by the immediately preceding division is equal to or less than a predetermined value. The predetermined value is, for example, 10 mm. In this case, since the predetermined value is exceeded, the process proceeds to step S36. In step S36, the first crane controller 47A searches for an intermediate point in a region having a smaller value as viewed from the intermediate point searched immediately before. In this case, the second intermediate point (2) is selected.

Hereinafter, the flow of steps S33 to S36 is repeated, and the intermediate point moves to (1), (2), and (3). When the third intermediate point (3) is searched in step S34, it is determined in step S33 that there is no interference, and in step S35, it is determined that the length after division by the immediately preceding division is equal to or less than a predetermined value. As a result, the value of the third intermediate point (3) is set as a waypoint in step S37. The position of the via point is closest to the planned traveling track within a range where no interference occurs. As a result, the travel route can be set short.

When the waypoint is determined, two trajectories that constitute the boundary of the shortest time movable area can be selected as the trajectory from the starting point to the waypoint, and the shortest time as the trajectory from the waypoint to the target position can be selected. Two trajectories constituting the boundary of the movable region can be selected.
When determining the direction of the via point, the via point may be obtained on each side of the normal direction from the selected point, and the shorter one may be adopted.

It should be noted that the waypoint of the detour route only needs to be on one normal line on the line formed between the starting position and the target position. Therefore, for example, the first crane controller 47A may set a via point on the normal line at the collision position of the vector connecting the departure position and the collision position, starting from the collision point when the movement starts without delay. Such a case will be described with reference to FIG. FIG. 18 is a schematic diagram showing a process for determining a waypoint away from the planned traveling track.

Hereinafter, the first crane controller 47A of the seventh transfer unit 107 will be described. In step S31, in FIG. 18, the first crane controller 47A causes the collision on the vector connecting the starting position and the collision position at the collision position 122 where the seventh transfer unit 107 and the eighth transfer unit 108 are expected to interfere. D _max as a maximum value is set in the direction in which the normal line 123 extends in a direction orthogonal to the position 122. d _max is the same as in the previous embodiment.
As described above, since the point that draws the normal for obtaining the waypoint is the collision point, the time required for the route search is shortened.

In step S32, the first crane controller 47A searches for an intermediate point. In FIG. 18, the intermediate point is indicated by (1).

In step S33, the first crane controller 47A determines whether or not there is interference between the seventh transfer unit 107 and the eighth transfer unit 108 when the first crane controller 47A travels a distance of the first intermediate point (1). to decide. In this case, since there is no interference, the process proceeds to step S35, and the first crane controller 47A determines whether or not the length after division by the immediately preceding division is equal to or less than a predetermined value. The predetermined value is, for example, 10 mm. In this case, since the predetermined value is exceeded, the process proceeds to step S36. In step S36, the first crane controller 47A searches for an intermediate point in a region having a smaller value as viewed from the intermediate point searched immediately before. In this case, the second intermediate point (2) is selected.

The selection of the trajectory after the via point is determined is the same as in the above embodiment.

In this automatic warehouse 1, by setting the waypoint through which the transfer unit passes as a point on the normal line of one point of the shortest time route, the processing load on the route search in the crane controller is reduced. Therefore, the time required for route search is shortened.

(10) Formation of retreat path in deadlock state (step S8 in FIG. 8)
The formation of the retreat path in the deadlock state will be described with reference to FIG. FIG. 19 is a schematic diagram illustrating an operation in which the transfer unit retracts in a deadlock state.

As shown in FIG. 19, the 9th transfer part 109 and the 10th transfer part 110 have a target position on the back side of each other, and run toward each other. The operation of the ninth transfer unit 109 will be described in the deadlock state in which both transfer units are in the standby state. The first crane controller 47A of the ninth transfer unit 109 moves the ninth transfer unit 109 in the normal direction with respect to the planned travel path. At this time, the first crane controller 47A determines the evacuation distance d _avoid by a _bisection method. Here, description of the bisection method is omitted. For example, the initial value of the evacuation distance is 3000 mm, and the end condition is that the step size of the search is set to 10 mm or less. Finally, d _avoid having the shortest moving distance in a range where interference can be avoided is determined.
The escape route may be set with a fixed value in the normal direction, or may be set with a fixed value on either side along the planned traveling direction.

(11) Transition to the standby state (step S9 in FIG. 8)
The transition to the standby state in step S9 in FIG. 8 will be described with reference to FIG. FIG. 20 is a schematic diagram showing a standby operation when two transfer units try to access an article storage shelf where the same or interference occurs.

In FIG. 20, the eleventh transfer unit 111 and the twelfth transfer unit 112 are approaching the article storage shelf 13 at the target position. In this case, the eleventh transfer unit 111 is traveling at a position closer to the target position than the twelfth transfer unit 112. Hereinafter, the first crane controller 47A of the twelfth transfer unit 112 will be described.

Before the movement of the twelfth transfer unit 112, the first crane controller 47A performs the following control. If the 11th transfer part 111 judges that the 11th transfer part 111 reaches | attains a target position previously, the 1st crane controller 47A will set the standby point of an own machine. The standby point is a position near the target position and does not interfere with the eleventh transfer unit 111. This standby point is preferably at the shortest distance from the target position. In this embodiment, the standby point is the article storage shelf 13B next to the article storage shelf 13A at the target position.

The first crane controller 47A continues until both transfer parts do not interfere even if the eleventh transfer part 111 moves to another position and the twelfth transfer part 112 moves to the article storage shelf 13A at the target position. wait. Specifically, after receiving information notifying that the eleventh transfer unit 111 has started moving, the twelfth transfer unit 112 starts moving.

(12) Interference avoidance process during transfer operation The operation when findWaitTimeTransfer () is executed in the idle will be described with reference to FIG. FIG. 21 is a flowchart showing the interference avoidance process before the transfer operation of the crane controller. Hereinafter, the operation of the first stacker crane 3A will be described.

In step S41, when the first crane controller 47A starts the transfer, does the extended slide fork 31 interfere with the transfer unit 32 or the mast 23 of the other stacker crane (second stacker crane 3B) when the transfer is started? Judge whether or not. If it is determined that interference occurs, the process proceeds to step S42 and waits for the second stacker crane 3B to leave the interference position.

If it is determined in step S41 that there is no interference, the process proceeds to step S43. In step S43, the first crane controller 47A determines whether or not the second stacker crane 3B passes through the second traveling rail 21B on the side where the slide fork 31 extends before the transfer operation is completed. If it is determined not to pass, the process moves to step S45, and the transfer operation is disclosed. That is, the state of the first stacker crane 3A shifts from idle to transfer.

If it is determined in step S43 that the second stacker crane 3B passes, the process proceeds to step S44. More specifically, this step is executed when the slide fork 31 is transferring an article W between the second rack 2B (a rack far from the first stacker crane 3A). It is. In step S44, the first crane controller 47A determines whether or not interference occurs when an abnormality occurs in the second stacker crane 3B during transfer. Specifically, it is determined whether the distance between the first stacker crane 3A and the second stacker crane 3B is shorter than the distance from the first stacker crane 3A to the emergency stop position when the transfer is completed. That is, if the distance between the first stacker crane 3A and the second stacker crane 3B is shorter than the distance from the first stacker crane 3A to the emergency stop position when the transfer is completed, an abnormality occurs in the second stacker crane 3B. There is a possibility that the second stacker crane 3B interferes with the first stacker crane 3A. On the other hand, if the distance between the first stacker crane 3A and the second stacker crane 3B is longer than the distance from the first stacker crane 3A to the emergency stop position when the transfer is completed, even if an abnormality occurs in the second stacker crane 3B. There is no possibility that the second stacker crane 3B interferes with the first stacker crane 3A. If it is determined that there is interference, the process proceeds to step S42. If it is determined that there is no interference, the process proceeds to step S45.

(13) Other Embodiments Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the scope of the invention. In particular, a plurality of embodiments and modifications described in this specification can be arbitrarily combined as necessary.
In the above embodiment, the trajectory selection operation, the detour formation operation, the travel start time delay operation, the save operation, and the standby operation are realized in a certain combination, but these operations may be realized individually or in other ways. It may be realized by a combination of
In the said embodiment, although the automatic warehouse where a transfer part carries out driving | running / lifting operation | movement was employ | adopted as a mobile body system, this invention is not limited to it.
For example, the present invention can be applied to a transport vehicle system in which a plurality of transport vehicles travel on the ground. In that case, the interference prevention control in the horizontal plane of conveyance vehicles is performed.

The present invention can be widely applied to a moving body system in which a plurality of moving bodies can move within a plane range.

DESCRIPTION OF SYMBOLS 1 Automatic warehouse 2 Rack 2A 1st rack 2B 2nd rack 3 Stacker crane 3A 1st stacker crane 3B 2nd stacker crane 5 Stacker crane passage 7 Front support 9 Rear support 11 Article support member 13 Article storage shelf 15 Fork passage gap 17 Warehousing station 19 Unloading station 21A First traveling rail 21B Second traveling rail 22 Traveling carriage 23 Mast

23A Left mast

23B Front mast 25 Upper frame 26 Rail 27 Traveling wheel
29 Lifting table 31 Slide fork 32 Transfer section (moving body)
33 Control panel 34 Elevating guide roller 35 Traveling motor 37 Elevating motor 41 Drum 43 Wire 44 Roller 45 System controller 47A First crane controller (control unit)
47B 2nd crane controller (control part)
53 Main controller 55 Travel controller 57 Elevator controller 59 Transfer controller 63 Rotary encoder 65 Rotary encoder 67 Transfer motor 69 Rotary encoder 71 Time axis 73 Start position 75 Target position 76 Vector 77 Intermediate point 78 Normal line 81 First trajectory 82 Second track 83 Third track 84 Fourth track 91 Starting position 93 Target position 95 Collision position 97 Collision position 99 Via point 101 First transfer unit 102 Second transfer unit 103 Third transfer unit 104 Fourth transfer Part 105 fifth transfer part 106 sixth transfer part 107 seventh transfer part 108 eighth transfer part P pallet W article

Claims

A plurality of movable bodies arranged to be movable in a plane;
Before the moving body starts moving, it confirms interference with other moving bodies on the planned movement route, and if it is determined to interfere, a point on the normal line on the line connecting the starting position and the target position is used as a via point. A control unit for generating a detour route having;
Mobile system with
The mobile system according to claim 1, wherein one point for drawing the normal is an intermediate point of a straight line connecting the starting position and the target position.
The mobile system according to claim 1, wherein the one point for drawing the normal is a point where interference with the other mobile body is predicted in the planned movement route.
The mobile system according to claim 1, wherein a bisection method is used for setting the waypoint.
The mobile system according to claim 2, wherein a bisection method is used for setting the waypoint.
The mobile system according to claim 3, wherein a bisection method is used for setting the waypoint.
The mobile system according to claim 4, wherein, in the bisection method, the first set point is set at a position farthest possible on a predetermined layout from a point for drawing the normal line.
The mobile system according to claim 5, wherein, in the bisection method, the first set point is set at a position farthest possible on the layout from one point for drawing the normal line.
The mobile system according to claim 6, wherein in the bisection method, the first set point is set at a position farthest possible on the layout from one point for drawing the normal line.
The mobile system according to claim 4, wherein the via point is set in a region opposite to the position of the other mobile body in a region divided by a line connecting the starting position and the target position.
The mobile system according to claim 7, wherein the via point is set in a region opposite to a position of the other mobile body in a region divided by a line connecting the starting position and the target position.
A plurality of movable bodies arranged to be movable in a plane;
If one of the plurality of moving bodies confirms interference with another moving body on the planned moving path before one of the moving bodies starts moving, and delays the start of movement of the one moving body and / or starts. A control unit that generates a detour path having a point on the normal line at one point on the line connecting the position and the target position as a waypoint;
Mobile system with
The mobile system according to claim 12, wherein the control unit employs a method of calculating a scheduled traveling time of a method of delaying the start of movement and a method of generating the detour route, and adopting a method of shortening the scheduled traveling time.