WO2020039700A1 - Dispositif de commande de véhicule en marche, système de véhicule en marche, et procédé de commande de véhicule en marche - Google Patents

Dispositif de commande de véhicule en marche, système de véhicule en marche, et procédé de commande de véhicule en marche Download PDF

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Publication number
WO2020039700A1
WO2020039700A1 PCT/JP2019/022974 JP2019022974W WO2020039700A1 WO 2020039700 A1 WO2020039700 A1 WO 2020039700A1 JP 2019022974 W JP2019022974 W JP 2019022974W WO 2020039700 A1 WO2020039700 A1 WO 2020039700A1
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traveling
traveling vehicle
request
route
unit
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PCT/JP2019/022974
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English (en)
Japanese (ja)
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悠二 榎
賢治 熊谷
裕也 江口
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村田機械株式会社
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Publication of WO2020039700A1 publication Critical patent/WO2020039700A1/fr

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/02—Control of position or course in two dimensions

Definitions

  • the present disclosure relates to a traveling vehicle control device, a traveling vehicle system, and a traveling vehicle control method.
  • an unmanned traveling vehicle system that controls traveling of a traveling vehicle that conveys articles such as semiconductors, for example, in a semiconductor manufacturing factory or the like is known.
  • a new travel request for example, a transport request including information indicating each of an article to be transported, a gripping position (From point), and an unloading position (To point)
  • a new travel request is issued.
  • a transport request including information indicating each of an article to be transported, a gripping position (From point), and an unloading position (To point)
  • Each time it occurs for example, the following optimum bogie priority control is executed.
  • the transfer request is assigned to the specified traveling vehicle.
  • Patent Document 1 described below describes an automatic guided vehicle system in which, whenever a transfer request is generated
  • optimal allocation (locally optimal allocation) is achieved for a transfer request to be newly allocated, but optimal allocation is not necessarily performed for the entire unmanned vehicle system. (Whole optimal allocation) may not be achieved.
  • a second transfer request may be generated after the first transfer request is assigned to the traveling vehicle A by the optimal trolley priority control.
  • the traveling vehicle A to which the first transport request has already been allocated can be excluded from the allocation target of the second transport request. For this reason, if the first transfer request is assigned to the traveling vehicle B different from the traveling vehicle A and the second transportation request is assigned to the traveling vehicle A, more efficient transportation can be achieved in terms of the entire system. Even if it is realized, such allocation cannot be realized.
  • an object of the present disclosure is to provide a traveling vehicle control device, a traveling vehicle system, and a traveling vehicle control method that enable more efficient traveling of a traveling vehicle.
  • a traveling vehicle control device is a traveling vehicle control device that allocates a traveling request including a request for moving to a destination to one traveling vehicle selected from a plurality of traveling vehicles, and acquires the traveling request.
  • a deriving unit that derives pairing information that associates one traveling vehicle with each of a plurality of traveling requests accumulated by the deriving unit, and a pairing information derived by the deriving unit.
  • An output unit for outputting command information.
  • the traveling vehicle control device After a plurality of traveling requests are temporarily stored, pairing information in which one traveling vehicle is associated with each of the plurality of traveling requests is derived. As a result, it is possible to perform the assignment (association between the traveling request and the traveling vehicle) in consideration of not only a single traveling request but also a mutual effect between a plurality of traveling requests. Therefore, according to the traveling vehicle control device, as compared with the case where the traveling request is assigned to any traveling vehicle every time one traveling request is generated, the traveling vehicle system as a whole is more efficient as an unmanned traveling vehicle system. Traveling becomes possible.
  • the process in which the accumulation unit acquires and accumulates the traveling request may be executed asynchronously with the process in which the derivation unit derives the pairing information. In this case, it is possible to derive pairing information for a plurality of traveling requests that have already been accumulated while acquiring and accumulating the traveling requests by the accumulation unit.
  • the first control cycle in which the traveling request is acquired and accumulated by the accumulation unit may be shorter than the second control cycle in which the pairing information is derived by the derivation unit.
  • the process of deriving the pairing information after a plurality of traveling requests are accumulated can be performed periodically and appropriately.
  • the traveling vehicle control device includes a plurality of nodes each indicating a specific point included in an area where the traveling vehicle can travel, a plurality of links connecting the nodes, and a traveling vehicle associated with each link.
  • a calculating unit that calculates a route cost that is a sum of the traveling costs, and the deriving unit may derive the pairing information based on the route cost calculated for each combination. In this case, it is possible to appropriately derive the pairing information using the route cost calculated for each combination of the traveling request and the traveling vehicle as an index.
  • the deriving unit may derive the pairing information such that the sum of the route costs in the combination of the plurality of traveling requests and the plurality of traveling vehicles accumulated by the accumulation unit is minimized. In this case, it is possible to realize an assignment that achieves overall optimization for a plurality of traveling requests.
  • the third control cycle in which the path cost for each combination is calculated by the calculation unit may be synchronized with the second control cycle in which the pairing information is derived by the derivation unit. In this case, it is possible to appropriately derive the pairing information based on the route cost calculated for the situation at the time of deriving the pairing information (such as the current position of the traveling vehicle).
  • the calculation unit determines, for an arbitrary combination of the traveling request and the traveling vehicle, a candidate route that minimizes the sum of the traveling costs of the links included in the candidate route among a plurality of candidate routes from the current position of the traveling vehicle to the destination. May be determined as the traveling route.
  • the pairing information can be appropriately derived under the rational condition that the traveling vehicle moves to the destination on the shortest route.
  • the calculation unit may calculate the route cost for all traveling vehicles existing in the area. In this case, it is possible to increase the possibility of deriving more optimal pairing information (for example, pairing information that reduces the sum of route costs) as compared to a case where some traveling vehicles are targeted.
  • the calculation unit may calculate the route cost for some traveling vehicles existing in the area. For example, the calculation unit may calculate the route cost by focusing on traveling vehicles existing in the section (bay) to which the destination of the traveling request belongs. By limiting the traveling vehicles for which the route cost is to be calculated to a part of the traveling vehicles, it is possible to reduce the processing amount of the calculating unit, save computer resources such as a processor and a memory, and increase the processing speed.
  • the deriving unit may exclude a traveling vehicle whose route cost is equal to or more than the first threshold value from an assignment target of the traveling request for an arbitrary combination of the traveling request and the traveling vehicle. In this case, by excluding in advance the traveling vehicle that takes a time equal to or more than the first threshold value to execute the traveling request from the allocation target of the traveling request, the traveling request is assigned to the traveling vehicle whose execution time becomes relatively long. This can be reliably prevented.
  • the deriving unit can assign a second traveling request to the first traveling vehicle to which the first traveling request has been allocated as a reservation command to be executed after the execution of the first traveling request is completed. If the route cost of the traveling route from the current position of the first traveling vehicle to the destination of the second traveling request through execution of the first traveling request is equal to or greater than the second threshold, the first The traveling vehicle may be excluded from the allocation target of the second traveling request. In this case, a traveling vehicle that takes a time equal to or more than the second threshold value to execute a certain travel request is excluded in advance from the allocation target of the travel request (allocation target as the reservation command), so that the execution time becomes relatively long. It is possible to reliably prevent the traveling request from being assigned to the traveling vehicle.
  • the traveling vehicle is an unmanned transport vehicle that transports articles
  • the traveling request is a transport request that indicates a request to grab an article placed at a gripping position as a destination and unload the article at a predetermined unloading position.
  • the route cost may include the sum of the traveling costs of the links included in the traveling route from the current position of the traveling vehicle to the cargo grasping position.
  • the assignment of the transfer request to the automatic guided vehicle can be appropriately performed based on the time until the automatic guided vehicle (traveling vehicle) arrives at the load grabbing position of the transfer request.
  • the deriving unit can assign a second traveling request to the first traveling vehicle to which the first traveling request is assigned, as a reservation command to be executed after the execution of the first traveling request is completed. Is the sum of the travel costs of the links included in the travel route from the current position of the first travel vehicle to the unloading position of the first travel request, and And the sum of the traveling costs of the links included in the traveling route from the unloading position of the traveling request to the gripping position of the second traveling request. In this case, based on the time required for the automatic guided vehicle (the first traveling vehicle) to arrive at the load grasping position of the second traveling request after the execution of the first traveling request, the transportation request (the first traveling vehicle) to the automated guided vehicle is determined. 2) can be appropriately assigned.
  • a traveling vehicle system includes the traveling vehicle control device, a transport path, and a plurality of traveling vehicles that can travel along the transport path.
  • the traveling vehicle system includes the traveling vehicle control device described above. Therefore, according to the traveling vehicle system, the traveling vehicle can travel more efficiently for the above-described reason.
  • a traveling vehicle control method is a traveling vehicle control method that allocates a traveling request including a request to move to a destination to one traveling vehicle selected from a plurality of traveling vehicles, and acquires the traveling request. And a deriving step of deriving pairing information in which one traveling vehicle is associated with each of the plurality of accumulated traveling requests, and an output of outputting command information based on the derived pairing information. Step. According to the traveling vehicle control method, the same effects as those of the traveling vehicle control device described above can be obtained.
  • the present disclosure it is possible to provide a traveling vehicle control device, a traveling vehicle system, and a traveling vehicle control method that allow the traveling vehicle to travel more efficiently.
  • FIG. 1 is a diagram illustrating a layout example of a traveling vehicle system according to an embodiment.
  • FIG. 2 is a block diagram illustrating an example of a hardware configuration of the controller.
  • FIG. 3 is a block diagram illustrating a functional configuration of the controller.
  • FIG. 4 is a diagram for explaining an example of the processing of the calculation unit.
  • FIG. 5 is a diagram for explaining an example of the processing of the calculation unit.
  • FIG. 6 is a diagram illustrating an example of a processing result of the calculation unit.
  • FIG. 7 is a diagram showing the pairing information derived for the processing result of FIG.
  • FIG. 8 is a diagram for describing a first example of the processing of the derivation unit.
  • FIG. 9 is a flowchart illustrating a first example of a process of the derivation unit.
  • FIG. 10 is a diagram for describing a first example of the processing of the derivation unit.
  • FIG. 11 is a diagram for describing a first example of the processing of the derivation unit.
  • FIG. 12 is a diagram for describing a first example of the processing of the derivation unit.
  • FIG. 13 is a diagram for describing a first example of the processing of the derivation unit.
  • FIG. 14 is a diagram for describing a first example of the processing of the deriving unit.
  • FIG. 15 is a diagram for describing a first example of the processing of the derivation unit.
  • FIG. 16 is a diagram for describing a second example of the process of the derivation unit.
  • FIG. 10 is a diagram for describing a first example of the processing of the derivation unit.
  • FIG. 11 is a diagram for describing a first example of the processing of the derivation unit.
  • FIG. 12 is a diagram for describing a first example of the processing of the de
  • FIG. 17 is a flowchart illustrating a second example of the processing of the deriving unit.
  • FIG. 18 is a diagram for describing a second example of the processing of the derivation unit.
  • FIG. 19 is a diagram for describing a second example of the process of the derivation unit.
  • FIG. 20 is a diagram for describing a second example of the processing of the derivation unit.
  • FIG. 21 is a diagram illustrating an example of the first control cycle, the second control cycle, and the third control cycle.
  • FIG. 22 is a flowchart illustrating an example of the operation of the controller.
  • FIG. 1 is a diagram illustrating a layout example of a traveling vehicle system according to an embodiment of the present disclosure.
  • FIG. 2 is a block diagram illustrating an example of a hardware configuration of a controller included in the traveling vehicle system.
  • FIG. 3 is a block diagram illustrating a functional configuration of the controller.
  • a traveling vehicle system 1 according to the present embodiment includes a transport path 4, a plurality of traveling vehicles 2 that can travel along the transport path 4, and a controller that controls the operation of each traveling vehicle 2. (Traveling vehicle control device) 3.
  • the traveling vehicle 2 is an unmanned traveling vehicle, for example, an overhead traveling vehicle, a tracked truck, or the like.
  • the traveling vehicle 2 is an unmanned transport vehicle that transports articles.
  • the traveling vehicle 2 is an overhead transportation vehicle provided to be able to travel along a transportation path 4 such as a rail (track) laid in a factory.
  • the traveling vehicle 2 is an overhead traveling type automatic guided vehicle (OHT: Overhead / Hoist / Transfer).
  • the article transported by the traveling vehicle 2 is a cassette (a so-called FOUP (Front Opening Unified Unified Pod)) in which a plurality of semiconductor wafers are stored.
  • FOUP Front Opening Unified Unified Pod
  • the transport path 4 is divided into a plurality (twelve in the example of FIG. 1) of sections (bays).
  • the transport path 4 includes an intrabay route 5 which is a route in a bay, and an interbay route 6 which is a route connecting different bays.
  • a load port 7 and a buffer 8 are provided along the transport path 4.
  • the load port 7 is a point where the FOUP is transferred between the semiconductor processing device (not shown) and the traveling vehicle 2.
  • the buffer 8 is a point where the traveling vehicle 2 can temporarily place the FOUP.
  • the junction 9 is a point on the transport path 4 where exclusive control is required to exclude a plurality of traveling vehicles 2 from entering at the same time.
  • the controller 3 controls the transport operation of each traveling vehicle 2 by outputting a transportation command to each traveling vehicle 2 by, for example, wireless communication.
  • the transport operation is a series of operations performed for transporting the FOUP. For example, an operation of gripping the FOUP (load grabbing operation) and an operation of unloading the FOUP (unloading operation) in the load port 7 and the buffer 8 or the like. , And a traveling operation of traveling on the transport path 4.
  • the controller 3 receives a transport request (transport command) related to the transport of the FOUP from an upper controller such as a MES (Manufacturing Execution System) and an MCS (Material Control System) (not shown), and allocates it to the traveling vehicle 2.
  • MES Manufacturing Execution System
  • MCS Mobility Control System
  • the controller 3 determines the traveling vehicle 2 that executes the transfer request, and instructs the determined traveling vehicle 2 to execute the transfer request.
  • the transport request includes information for specifying an article to be transported, a cargo gripping position (From point), an unloading position (To point), and the like. That is, the transport request is a command requesting that a FOUP (article) arranged at a cargo gripping position (From point) as a destination be gripped and unloaded at a predetermined unloading position (To point). .
  • the controller 3 may directly control the traveling vehicle 2 existing in the control target area (area including a plurality of bays) illustrated in FIG. 1 or may travel the traveling vehicle 2 via a controller lower than the controller 3. May be controlled indirectly.
  • the control target area may be divided into a plurality of zones (for example, bay units), and a zone controller (bay controller) for controlling the traveling vehicle 2 in the zone may be provided for each zone.
  • the controller 3 may transmit a control signal to each zone controller, and each zone controller may transmit a control signal to the traveling vehicle 2 in each zone. That is, the traveling vehicle 2 in each zone may be indirectly controlled by the controller 3 via the zone controller of each zone.
  • the controller 3 includes a processor 301 such as one or more CPUs (Central Processing Unit), one or more RAMs (Random Access Memory) 302 as a main storage device, and one or more ROMs (Read Only). Memory) 303, an input device 304 such as a keyboard for the operator to perform operation input, an output device 305 such as a display for presenting information to the operator, and wired communication or wireless communication between the host controller and the traveling vehicle 2 and the like. It can be configured as a computer system including a communication module 306 for performing communication and an auxiliary storage device 307 such as an HDD and an SSD.
  • the controller 3 may be configured as one server device, or may be configured as a plurality of server devices that operate in cooperation with each other.
  • Each function of the controller 3 described below causes a predetermined program to be read on a memory such as the RAM 302, operates the input device 304 and the output device 305 under the control of the processor 301, and operates the communication module 306. It is realized by reading and writing data in the RAM 302 and the auxiliary storage device 307.
  • the controller 3 includes a storage unit 31, a storage unit 32, a calculation unit 33, a derivation unit 34, and an output unit 35 as functional components.
  • the controller 3 executes a process of allocating a traveling request including movement to a predetermined destination to one traveling vehicle 2 selected from the plurality of traveling vehicles 2 by using these functions.
  • the traveling request is the above-described transport request
  • the predetermined destination is a cargo gripping position included in the transport request.
  • the accumulation unit 31 acquires and accumulates the transport request output from the host controller.
  • the storage unit 31 temporarily stores the transport request acquired from the upper controller in a memory or the like provided in the controller 3.
  • the storage unit 31 is configured to periodically receive a transport request from a host controller at a predetermined cycle (first control cycle). That is, the storage unit 31 receives the transport request from the upper controller at the reception timing that repeatedly arrives in the first control cycle.
  • the accumulating unit 31 acquires one or more transport requests generated in the upper controller between the previous reception timing and the current reception timing at the current reception timing. If no transport request has occurred between the previous reception timing and the current reception timing, the transport request may not be acquired by the accumulation unit 31 at the current reception timing.
  • the storage unit 32 stores map information on the layout of the traveling vehicle system 1.
  • the map information is information including a plurality of nodes, a plurality of links, and travel costs associated with each link.
  • the map information is referred to by the calculation unit 33 described later.
  • the node is information indicating a specific point included in an area where the traveling vehicle 2 can travel (for example, the control target area illustrated in FIG. 1).
  • the specific point is an arbitrary point registered on the transport path 4 in advance.
  • the specific point is, for example, a point where a predetermined working device such as the load port 7 and the buffer 8 is disposed, and a point corresponding to the junction 9 or the like which is a branch point or a junction.
  • the link is information indicating a part connecting the nodes (a part of the transport path 4).
  • a direction in which the traveling vehicle 2 can travel is associated with each link. That is, a plurality of nodes and a plurality of links included in the map information form a directed graph.
  • the traveling cost is information indicating the time required for the traveling vehicle 2 to pass through the link.
  • Travel costs may include static costs and dynamic costs.
  • the static cost is a cost associated with the link in advance and is not affected by the other traveling vehicles 2.
  • the static cost is a cost that indicates the shortest time that one traveling vehicle 2 can pass through a link in a situation where it is not affected by another traveling vehicle 2.
  • Such a static cost can be calculated based on, for example, the length (distance) of the link, the speed limit associated with the link, and the like.
  • the dynamic cost is a cost taking into consideration the influence of another traveling vehicle 2 (for example, link congestion).
  • the dynamic cost includes not only an index (link distance, speed limit, etc.) used for calculating the static cost, but also dynamic information such as a link usage state (the number of traveling vehicles 2 existing in the link). Is a cost calculated by taking into account an index that changes.
  • the static cost is constant irrespective of the number of traveling vehicles 2 existing in the link, but the dynamic cost can vary depending on the number of traveling vehicles 2 existing in the link. Specifically, the dynamic cost increases as the number of traveling vehicles 2 existing in the link increases.
  • the dynamic cost is, for example, based on the traveling plan of the traveling vehicle 2 (for example, the traveling vehicle 2 executing the transfer request) for which the traveling plan has been determined, the congestion state of the link at a future point in time (the traveling The number of vehicles 2).
  • the travel plan is information indicating when and where the traveling vehicle 2 exists, and can be predicted based on the planned traveling route and traveling speed of the traveling vehicle 2.
  • the dynamic cost of a link is the inflow time to the link (the time at which the start point of the link is reached, and may be expressed as a function f (t) of the elapsed time t from the current time, for example.
  • the calculation unit 33 combines the one (X, Y) of one of the plurality of transport requests stored by the storage unit 31 with the one of the plurality of traveling vehicles 2 (Y). ),
  • the route cost indicating the time required for the traveling vehicle 2 to execute the transport request (in the present embodiment, the time required for the traveling vehicle 2 to reach the destination (From point) of the transport request) is calculated. I do.
  • the calculation unit 33 stores the current position of the traveling vehicle 2, the destination of the transportation request (From point that is the cargo gripping position), and the storage unit 32 for each combination of the transportation request and the traveling vehicle 2.
  • the traveling route from the current position of the traveling vehicle 2 to the destination is determined, and the sum of the traveling costs of the links included in the traveling route is calculated as the route cost.
  • the current position of each traveling vehicle 2 is reported from the traveling vehicles 2 to the controller 3 at any time by wireless communication, for example.
  • the calculation unit 33 can grasp the current position of each traveling vehicle 2 by referring to the current position of each traveling vehicle 2 reported in this way.
  • the calculation unit 33 determines the candidate route among the plurality of candidate routes from the current position of the traveling vehicle 2 to the destination (From point) of the transport request.
  • the candidate route that is, the shortest route
  • the calculation unit 33 determines a travel route (shortest route) for each combination of the transport request and the traveling vehicle 2 by using a known shortest route search algorithm such as the Dijkstra method or A * (A-star). ,
  • the route cost can be calculated.
  • the processing of the calculation unit 33 for a certain combination of the traveling vehicle 2 and the transport request will be described.
  • the processing using the Dijkstra method will be described as an example.
  • the nodes N with “E” and “1” to “6” correspond to the nodes included in the above-described map information.
  • a node N marked with “S” (hereinafter also referred to as “start point S”) indicates a departure point of the route search (that is, the current position of the traveling vehicle 2).
  • the node N marked with “E” (hereinafter also referred to as “end point E”) indicates the destination of the route search (that is, the From point of the transport request).
  • Nodes N marked with “1” to “6” are nodes that are neither the departure place nor the destination.
  • the link L connecting these nodes N corresponds to the link included in the map information.
  • “Cost” associated with each link L corresponds to the travel cost included in the map information.
  • the traveling cost of each link L is the above-described static cost.
  • a dynamic cost may be used as the traveling cost of each link L.
  • the traveling cost f (t) according to the elapsed time t until the traveling vehicle 2 reaches the start node of the link L may be used as the traveling cost of a certain link L.
  • the direction of each link L indicates a direction in which the traveling vehicle 2 can travel.
  • the start point S does not match a node registered in the map information in advance (that is, the start point S corresponds to an intermediate position of a link connecting the first node and the second node registered in the map information in advance).
  • the calculation unit 33 newly sets a first link connecting the start point S and the first node and a second link connecting the start point S and the second node.
  • the travel cost associated with each of the first link and the second link includes, for example, the travel cost associated with the link connecting the first node and the second node, and the distance between the first link and the second link.
  • the calculation unit 33 executes the shortest path search algorithm (here, Dijkstra's algorithm) on the directed graph as shown in FIG. 4, and determines the shortest path from the start point S to the end point E and the one included in the shortest path.
  • a route cost which is the sum of the running costs of the link L, is derived.
  • FIG. 5 is a diagram illustrating an execution result of the shortest path search algorithm. As illustrated in FIG. 5, the calculation unit 33 calculates “S” ⁇ “1” ⁇ “2” ⁇ “4” ⁇ “6” ⁇ “5” ⁇ “E” as the shortest path from the start point S to the end point E. Is determined.
  • the calculation unit 33 derives the travel route (shortest route) and the route cost for one combination of the traveling vehicle 2 and the transport request by executing the known shortest route search algorithm.
  • the calculation unit 33 executes the shortest route search algorithm for all possible combinations between the plurality of transport requests stored by the storage unit 31 and the plurality of traveling vehicles 2 existing in the control target area.
  • the calculation unit 33 derives the traveling route and the route cost for each combination.
  • the transport request is not assigned to the traveling vehicle 2 (the traveling vehicle 2 is not executing the transport request).
  • the traveling vehicle 2 can immediately travel toward the From point of the transportation request.
  • a second transport request (second travel request) is issued as a reservation command to be executed after the execution of the first transport request is completed.
  • Request can also be assigned.
  • the traveling route of the traveling vehicle 2 to which the first transport request is assigned includes a route until the execution of the first transport request is completed and a travel route after the execution of the first transport request is completed. And the route to the From point.
  • the calculation unit 33 executes the above-described shortest path search algorithm in a stepwise manner as follows, for example, to thereby execute the traveling path (the shortest path). ) And route costs can be calculated.
  • assigning a transfer request to a traveling vehicle 2 (vacant traveling vehicle) to which no transfer request is assigned may be referred to as “normal assignment”.
  • assigning the second transport request as a reservation command to the traveling vehicle 2 to which the first transport request is assigned may be referred to as “reservation allocation”.
  • the calculation unit 33 When the traveling vehicle 2 to which the first transport request has been assigned is before reaching the From point of the first transport request (that is, before the cargo is grasped), the calculation unit 33 performs, for example, the following second process.
  • Each of the first travel route, the second travel route, and the third travel route is determined using the shortest route search algorithm described above, and travels on a route connecting the first travel route, the second travel route, and the third travel route in this order.
  • the route can be determined.
  • the calculating unit 33 can calculate the sum of the route cost of the first travel route, the route cost of the second travel route, and the route cost of the third travel route as the route cost of the determined travel route.
  • the first travel route the shortest route calculated when the current position of the traveling vehicle 2 is set as the start point S and the From point of the first transport request is set as the end point E.
  • Second travel route From the first transport request.
  • the shortest route / third traveling route calculated when the point is set as the start point S and the To point of the first transfer request is set as the end point E The To point of the first transfer request is set as the start point S, and the second transfer request is set.
  • Shortest route calculated when the From point of is set as the end point E
  • the calculation unit 33 When the traveling vehicle 2 to which the first transport request is assigned is being transported from the From point of the first transport request to the To point of the first transport request, the calculation unit 33 performs, for example, The four travel routes and the third travel route described above can be determined using the shortest route search algorithm described above, and a route connecting the fourth travel route and the third travel route in this order can be determined as a travel route. Further, the calculation unit 33 can calculate the sum of the route cost of the fourth travel route and the route cost of the third travel route as the route cost of the determined travel route.
  • the fourth travel route the shortest route calculated when the current position of the traveling vehicle 2 is set as the start point S and the To point of the first transport request is set as the end point E
  • FIG. 6 shows a plurality of (here, four) transport requests (transport requests 1 to 4) and a plurality of (here, seven) traveling vehicles 2 (the traveling vehicles 2 identified by the traveling vehicle IDs A to G).
  • FIG. 14 is a diagram illustrating an example of a path cost calculated for each combination with (1).
  • the first row in the table of the transport request 1 in FIG. 6 indicates that the transport request 1 is the traveling vehicle 2 whose traveling vehicle ID is “A” (hereinafter, traveling vehicle 2 whose traveling vehicle ID is “X”).
  • traveling vehicle X The minimum time required for the traveling vehicle A to reach the From position of the transport request 1 from the current position of the traveling vehicle A is “3 (seconds). ".
  • the traveling vehicle 2 whose route cost is equal to or more than a predetermined threshold here, 30 seconds is excluded due to the allocation restriction described later.
  • the deriving unit 34 derives pairing information in which one traveling vehicle 2 is associated (allocated) with each of the plurality of transport requests accumulated by the accumulation unit 31.
  • the deriving unit 34 derives the pairing information based on the route cost calculated for each combination by the calculating unit 33 (that is, the calculation result as illustrated in FIG. 6).
  • the deriving unit 34 derives the pairing information such that the sum of the route costs in the combination of the plurality of transport requests and the plurality of traveling vehicles 2 accumulated by the accumulation unit 31 is minimized.
  • the deriving unit 34 may not perform the assignment to the traveling vehicle 2 that satisfies the predetermined condition regarding the normal assignment. Specifically, the deriving unit 34 determines, for an arbitrary combination of the transfer request and the traveling vehicle 2, the route cost of the traveling vehicle 2 to be normally allocated (that is, the transfer request of the allocation target from the current position of the traveling vehicle 2).
  • the traveling vehicle 2 having a route cost of the traveling route to the From point of which is equal to or more than the first threshold value (for example, “30”) may be excluded from the transfer request allocation target (the normal allocation target).
  • the first threshold can be arbitrarily set in advance by, for example, an operator.
  • the deriving unit 34 may not perform the assignment to the traveling vehicle 2 that meets the predetermined condition regarding the reservation assignment. Specifically, the deriving unit 34 determines, for an arbitrary combination of the transport request and the traveling vehicle 2, the traveling vehicle 2 (the first transport request to which the first transport request is allocated) to which the reservation of the second transport request is allocated.
  • the traveling cost of the traveling route from the current position of the traveling vehicle to the From position of the second transportation request through the execution of the first transportation request is equal to or more than a second threshold (for example, “30”).
  • the traveling vehicle 2 may be excluded from allocation targets (reservation allocation targets) of the second transport request.
  • the second threshold can be arbitrarily set in advance by, for example, an operator.
  • the “travel route from the current position of the traveling vehicle 2 to the point of the second transport request through the execution of the first transport request” is “the first travel route + the second travel route” described above. + 3rd traveling route “or” 4th traveling route + 3rd traveling route ".
  • the traveling vehicle 2 whose execution time (the time until the start of grasping the load of the transfer request to be allocated) becomes relatively large. Can be reliably prevented from being assigned to the transport request.
  • FIG. 7 is a diagram showing the pairing information derived for the example of FIG.
  • the traveling request C is associated with the transportation request 1
  • the traveling vehicle E is associated with the transportation request 2
  • the traveling vehicle B is associated with the transportation request 3
  • the traveling vehicle A is associated with the transportation request 4.
  • the transport requests 1 to 4 are acquired by the storage unit 31 in this order and the conventional optimal bogie priority control is performed for each transport request 2, the following allocation is realized. Is done.
  • reservation allocation is not considered. That is, it is assumed that the traveling vehicle 2 to which the transfer request is assigned first is excluded from the assignment target of the later transfer request.
  • the traveling vehicle A that minimizes the route cost (that is, the transportation request 1 can be executed in the shortest time) is assigned to the transportation request 1.
  • a traveling vehicle B having the smallest route cost is assigned to the transportation request 2 among the traveling vehicles 2 that can be assigned (the traveling vehicles 2 excluding the traveling vehicle A to which the transportation request 1 is already allocated).
  • the traveling vehicle C having the minimum route cost among the traveling vehicles 2 that can be assigned to the transportation request 3 (the traveling vehicles 2 excluding the traveling vehicles A and B to which the transportation requests 1 and 2 are already allocated). Is assigned.
  • the travel that minimizes the route cost among the traveling vehicles 2 that can be assigned (the traveling vehicles 2 excluding the traveling vehicles A, B, and C to which the transport requests 1 to 3 are already allocated).
  • the large path cost indicates that the gripping (that is, the loading). (Recovery of the processed FOUP placed on the load port 7). Further, the delay in grasping the load causes a delay in the overall processing. Further, if the variation in the route cost between the transport requests 1 to 4 increases, the variation in the lead time between the transport requests 1 to 4 may increase accordingly.
  • the lead time is the time from when a transfer request is issued to when the transfer request is assigned to a specific traveling vehicle 2 and when the traveling vehicle 2 executes the transportation request (for example, moving to a load grip position, (A series of operations of grasping, moving to the unloading position, and unloading) and the cycle time required to complete the operation. If such a variation in the lead time becomes large, there is a problem that it is difficult to make a stable production plan.
  • the pairing information in which the mutual influence among the plurality of transport requests 1 to 4 is considered can be obtained. That is, the pairing information (hereinafter, also referred to as “optimal pairing information”) in which the total optimization of the route costs is minimized is obtained. In such a combination in which the overall optimization is achieved, there is a tendency that the variation in the route cost among the transport requests 1 to 4 is suppressed.
  • the difference between the minimum value “4” and the maximum value “6” of the route cost is “2”, which is a relatively small value. This makes it possible to suppress the variation in the lead time between the transport requests 1 to 4, as compared with the comparative example in which the local optimum allocation is performed as described above. As a result, there is an effect that it is easy to make a stable production plan.
  • the deriving unit 34 formulates the association (pairing) between the transport request and the traveling vehicle 2 as a minimum cost flow problem, and derives pairing information by solving the minimum cost flow problem.
  • pairing information (hereinafter referred to as “optimal pairing information”) that minimizes the sum of the route costs between the two transport requests 1 and 2 and the three traveling vehicles A, B, and C. )) Will be described.
  • FIG. 8A illustrates an example of a calculation result by the calculation unit 33 prepared for the description of the present example in a table format similar to FIG. FIG.
  • FIG. 8B expresses the relationship shown in FIG. 8A as an undirected graph.
  • the graph shown in FIG. 8B expresses the transport requests 1 and 2 and the traveling vehicles A, B, and C as nodes, respectively, and expresses each of the transport requests 1 and 2 and the traveling vehicles A, B, and C as nodes.
  • the route cost of the combination is expressed as the cost of the link connecting the transport request and the traveling vehicle.
  • FIG. 9 is a flowchart showing a processing procedure according to the first example.
  • the deriving unit 34 creates the network with cost shown in FIG. 10 in order to formulate the problem of deriving the optimal pairing information as the minimum cost flow problem. Specifically, as shown in FIG. 10, the deriving unit 34 sets the starting point s connected to each of the nodes 1 and 2 indicating the transport requests 1 and 2 by the link of the cost “0”, and runs An end point e connected to each of the nodes A, B, and C indicating the cars A, B, and C by a link having a cost of “0” is set.
  • the deriving unit 34 sets each graph so that the entire graph becomes a directed graph flowing in the direction of “start point s ⁇ transport request node (nodes 1 and 2) ⁇ traveling vehicle node (nodes A, B, and C) ⁇ end point e”.
  • start point s ⁇ transport request node (nodes 1 and 2)
  • traveling vehicle node nodes A, B, and C
  • end point e Set the direction of the link.
  • the capacity of each link is set to 1.
  • the problem of deriving the optimal pairing information between the two transport requests 1 and 2 and the three traveling vehicles A, B, and C is the minimum cost flow problem for the network with cost (directed graph) shown in FIG. Is converted to
  • step S12 the deriving unit 34 obtains the shortest path P1 from the start point s to the end point e by executing the shortest path search algorithm such as the Dijkstra method for the network with cost shown in FIG.
  • the shortest cost from the start point s to each node (the sum of the costs of the links that pass when the shortest path from the start point s to each node is traced) is obtained.
  • the shortest path P1 (start point s ⁇ node 1 ⁇ node A ⁇ end point e) indicated by a thick line and the shortest cost of each node are obtained.
  • step S13 the deriving unit 34 creates an auxiliary network (remaining capacity network) for the shortest path P1. Specifically, first, as shown in FIG. 12, the deriving unit 34 reverses the direction of each link on the shortest path P1 and makes the cost of each link on the shortest path P1 negative (that is, Multiply the cost of each link by "-1"). As a result, the cost of the link connecting node 1 and node A changes from “1” to “ ⁇ 1”. Subsequently, as shown in FIG. 13, the deriving unit 34 adds “the shortest cost at the start point of the link ⁇ the shortest cost at the end point of the link” to the cost of each link in the directed graph. Thereby, as shown in FIG. 13, the auxiliary network AN1 in which the cost of each link is updated is obtained.
  • step S14 the deriving unit 34 determines whether or not there is a route from the start point s to the end point e in the auxiliary network AN1.
  • the deriving unit 34 proceeds to the process of step S15.
  • step S15 the deriving unit 34 obtains the shortest path P2 from the start point s to the end point e by executing the shortest path search algorithm such as Dijkstra's algorithm on the auxiliary network AN1, and also, from the start point s to each node. Find the shortest cost of Thereby, as shown in FIG. 14, the shortest path P2 (start point s ⁇ node 2 ⁇ node A ⁇ node 1 ⁇ node B ⁇ end point e) indicated by a thick line is obtained, and the shortest cost of each node is updated. .
  • the shortest path search algorithm such as Dijkstra's algorithm on the auxiliary network AN1
  • the deriving unit 34 obtains an auxiliary network for the shortest path P2 by the same procedure as the processing for the shortest path P1.
  • the direction of each link on the shortest path P2 is reversed, and the auxiliary network AN2 in which the cost of each link is updated is obtained.
  • the determination result of step S14 is “NO”, and the deriving unit 34 proceeds to the process of step S16.
  • the number of traveling vehicles 2 (here, 3)> the number of transport requests (here, 2)” is satisfied as in this example, the number of repetitions (the number of times the auxiliary network is derived) is equal to the number of transport requests. Become equal. For this reason, in the present example, when the second auxiliary network AN2 is derived, there is no route from the start point s to the end point e.
  • step S16 the deriving unit 34 performs the traveling vehicle (nodes A to C) in the state (the auxiliary network AN2 illustrated in FIG. 15) at the time when the above-described iterative processing (search for the shortest route and creation of the auxiliary network) is completed.
  • Optimum pairing information is derived on the basis of the link directed to the transport request (nodes 1 and 2) from.
  • the link from the node A to the node 2 and the link from the node B to the node 1 indicate an optimal combination of the transport request and the traveling vehicle.
  • the deriving unit 34 derives the pairing information in which the transport request 1 is associated with the traveling vehicle B and the transport request 2 is associated with the traveling vehicle A as the optimal pairing information.
  • Step S12 or Step S15 when there are a plurality of shortest paths obtained by the shortest path search algorithm such as the Dijkstra method (that is, a plurality of shortest paths having the same cost from the start point s to the end point e). (The shortest path exists).
  • the deriving unit 34 may select any one of the plurality of shortest paths and execute the subsequent processing (the creation of the auxiliary network in step S13). According to such a measure, optimal pairing information can be finally obtained.
  • the shortest path search algorithm such as the Dijkstra method
  • the deriving unit 34 formulates the association (pairing) between the transport request and the traveling vehicle 2 as an assignment problem, and derives pairing information by solving the assignment problem.
  • the pairing information (optimal pairing information) that minimizes the sum of the route costs between the five transport requests 1 to 5 and the five traveling vehicles A to E is calculated by the Hungarian method.
  • FIG. 16 illustrates an example of a calculation result by the calculation unit 33 in a table format similar to FIG.
  • FIG. 17 is a flowchart showing a processing procedure according to the second example.
  • the deriving unit 34 creates a cost matrix as shown in FIG.
  • the cost matrix is a matrix of 5 rows and 5 columns in which transport requests 1 to 5 are associated in the vertical direction (column direction) and traveling vehicles A to E are associated in the horizontal direction (row direction).
  • a route cost corresponding to a set of a transport request and a traveling vehicle is stored.
  • the deriving unit 34 may create a matrix in which the rows and columns of the cost matrix shown in FIG.
  • step S22 the deriving unit 34 searches for the minimum value of each row, and subtracts the minimum value from each element of each row. Specifically, the deriving unit 34 subtracts “3” that is the minimum value of the first row from each element of the first row, and subtracts “3” that is the minimum value of the second row from each element of the second row. , The minimum value of “1” in the third row is subtracted from each element in the third row, and the minimum value of “2” in the fourth row is subtracted from each element in the fourth row. "1" which is the minimum value of the eye is subtracted from each element of the fifth row. As a result, a matrix shown in FIG. 18B is obtained.
  • step S23 the deriving unit 34 determines whether or not the element “0” can be selected one by one from each row and each column.
  • the deriving unit 34 proceeds to the process of step S24.
  • step S24 the deriving unit 34 covers all “0” with as few vertical lines or horizontal lines as possible.
  • one vertical line first column
  • three horizontal lines first row, second row, and fifth row
  • step S25 the deriving unit 34 subtracts the minimum value of the element not covered by the vertical line or the horizontal line from each element not covered by the vertical line or the horizontal line set in step S24.
  • the minimum value of the element not covered by the vertical line or the horizontal line is “3” in the fourth row and the third column. Therefore, the deriving unit 34 subtracts “3” from each of the eight elements not covered by the vertical line or the horizontal line.
  • step S26 the deriving unit 34 determines that the vertical line and the horizontal line overlap each other (here, three elements of the first row, first column, second row, first column, and fifth row, first column)
  • the minimum value (here, “3”) of the element not covered by the vertical line or the horizontal line is added. As a result, a matrix shown in FIG. 19B is obtained.
  • the deriving unit 34 determines again whether or not the element “0” can be selected one by one from each row and each column.
  • the deriving unit 34 proceeds to the process of step S24 again.
  • step S23 the deriving unit 34 determines again whether or not the element “0” can be selected one by one from each row and each column.
  • the determination result is “YES”, and the deriving unit 34 proceeds to the process of step S27.
  • step S27 the deriving unit 34 derives the selected combination (the combination surrounded by a thick line frame in FIG. 20B) as the optimal pairing information. That is, in this example, the deriving unit 34 associates the transport request 1 with the traveling vehicle C, associates the transport request 2 with the traveling vehicle D, associates the transport request 3 with the traveling vehicle A, and associates the transport request 4 with the traveling vehicle A.
  • the pairing information in which the transport request 5 is associated with the traveling vehicle E in association with the traveling request E is derived as the optimal pairing information.
  • a cost matrix of n rows and n columns is required.
  • n n (here, 5: 5) as shown in FIG. 16
  • the processing can be performed as described above.
  • the processing is performed as described above by creating a cost matrix of n rows and n columns by adding dummy elements. Can be.
  • the output unit 35 outputs command information based on the pairing information (in this embodiment, optimal pairing information) derived by the derivation unit 34.
  • the output unit 35 outputs (transmits) command information based on the pairing information to each traveling vehicle 2.
  • the output unit 35 transmits the traveling operation to the traveling vehicle A to execute the transport request 1 (traveling).
  • Command information for instructing execution of an operation, a gripping operation, an unloading operation, etc.
  • the command information may include information on the traveling route (the shortest route) determined by the calculation unit 33. Accordingly, the traveling vehicle A can perform a transport operation for executing the transport request 1 based on the command information received from the output unit 35.
  • the output unit 35 outputs the command information about each traveling vehicle 2 to the lower controller corresponding to each traveling vehicle 2. May be output.
  • the command information is transmitted from the output unit 35 to each traveling vehicle 2 via the lower controller.
  • the command information transmitted from the controller 3 to the lower-level controller and the command information transmitted from the lower-level controller to the traveling vehicle 2 do not need to completely match.
  • the command information transmitted from the controller 3 to the lower-level controller may be transmitted to the traveling vehicle 2 after being rewritten to a format executable by the traveling vehicle 2 in the lower-level controller.
  • An example of the relationship of the third control cycle in which the route cost for each combination with the traveling vehicle 2 is calculated by the calculation unit 33 will be described.
  • the storage unit 31 is configured to periodically acquire a transport request from the host controller at a predetermined cycle (first control cycle T1).
  • the accumulation unit 31 stores one or more of the reception timings generated between the previous reception timing and the current reception timing. From the host controller.
  • the reception timing at which the accumulation unit 31 acquires and accumulates the transport request is shifted from the timing (time points t3, t6, t9) at which the derivation unit 34 executes the processing for deriving the pairing information. That is, the process in which the storage unit 31 acquires and stores the transport request is executed asynchronously with the process in which the derivation unit 34 derives the pairing information. This makes it possible to derive pairing information for a plurality of transport requests already stored while acquiring and storing the transport requests by the storage unit 31.
  • the first control cycle T1 is set to be shorter than the second control cycle T2.
  • the second control cycle T2 is twice as long as the first control cycle T1. Accordingly, at each of the deriving timings (time points t3, t6, and t9) of the pairing information that repeatedly arrives in the second control cycle T2, the pairing information about the plurality of transport requests acquired at the two most recent reception timings is obtained. Derived. As described above, since the first control cycle T1 is set shorter than the second control cycle T2, the process of deriving the pairing information for the plurality of transport requests after the plurality of transport requests are accumulated is periodically performed. Can be performed properly and appropriately.
  • the third control cycle in which the path cost for each combination is calculated by the calculation unit 33 is synchronized with the second control cycle T2 in which the pairing information is derived by the derivation unit 34. That is, the third control cycle is substantially equal to the second control cycle T2, and the calculation of the path cost by the calculation unit 33 is performed immediately before (substantially simultaneously) the derivation of the pairing information by the derivation unit 34.
  • the pairing information based on the route cost calculated for the situation at the time of deriving the pairing information (the current position of each traveling vehicle 2 and the like). That is, by using highly fresh data (path cost), it is possible to derive highly accurate pairing information.
  • step S31 the accumulation unit 31 acquires and accumulates one or more transport requests from the host controller (accumulation step). Such accumulation and acquisition of the transport request are repeatedly executed, for example, in the first control cycle T1 as described above.
  • the calculation unit 33 calculates a route cost for each combination of each of the plurality of accumulated transport requests and the traveling vehicle 2 (calculation step).
  • the calculation unit 33 selects one transport request (for example, transport request 1) from a plurality of stored transport requests (for example, transport requests 1 to 4 shown in FIG. 6).
  • the calculation unit 33 calculates a route cost for each combination of the transport request 1 and the plurality of traveling vehicles 2 existing in the control target area. Specifically, the calculation unit 33 calculates the shortest route for each combination and its route cost by using the shortest route search algorithm such as the Dijkstra method described above.
  • step S34 the calculation unit 33 excludes the traveling vehicle 2 whose route cost is equal to or more than the threshold (the first threshold or the second threshold described above) from the allocation target of the transport request 1. As a result, a processing result as shown in the table of the transport request 1 shown in FIG. 6 is obtained. In addition, information on a traveling route (shortest route) for each combination of the transport request 1 and each traveling vehicle 2 is also obtained.
  • step S35 the calculation unit 33 determines whether or not the processing of steps S33 and S34 has been completed for all the transport requests (here, transport requests 1 to 4).
  • step S35 If there is an unexecuted transport request (step S35: NO), the calculation unit 33 returns to step S32, selects one transport request from the unexecuted transport requests, and proceeds to steps S33 and S34. Execute the processing of On the other hand, when the processing has been completed for all the transport requests (step S35: YES), the controller 3 proceeds to step S36.
  • step S36 the deriving unit 34 derives pairing information in which one traveling vehicle 2 is associated with each of a plurality of transport requests (transport requests 1 to 4) (deriving step). For example, the deriving unit 34 performs the processing of the first example or the second example described above on the calculation result (for example, the processing result illustrated in FIG. 6) of the calculation unit 33, and thus the processing illustrated in FIG. 7 is performed. Such optimal pairing information is derived.
  • step S37 the output unit 35 outputs command information based on the pairing information derived by the deriving unit 34 (output step).
  • the output unit 35 may output the command information directly to the traveling vehicle 2 or may output the command information to a lower controller such as a zone controller that directly controls the traveling vehicle 2. Good.
  • the output unit 35 may present the optimal pairing information to the operator by outputting the optimal pairing information to an output device 305 such as a display or a printer.
  • the controller 3 After a plurality of transport requests are once accumulated, pairing information in which one traveling vehicle 2 is associated with each of the plurality of transport requests is derived. As a result, it is possible to perform the assignment (association between the transport request and the traveling vehicle 2) in consideration of not only a single transport request but also a mutual effect between a plurality of transport requests. Therefore, according to the controller 3, the unmanned traveling vehicle system (traveling vehicle system 1) as a whole is more efficient than the case where the transportation request is assigned to any traveling vehicle 2 every time one transportation request is generated. The traveling of the traveling vehicle 2 becomes possible.
  • the controller 3 includes a storage unit 32 for storing map information and a calculation unit 33.
  • the calculation unit 33 calculates the current position of the traveling vehicle 2 for each combination of one of the plurality of transportation requests accumulated by the accumulation unit 31 and one of the traveling vehicles 2. Based on the destination (From point) of the transport request and the map information, a travel route from the current position of the traveling vehicle 2 to the destination is determined, and a route cost that is a sum of travel costs of links included in the travel route is determined. calculate. Then, the deriving unit 34 derives the pairing information based on the route cost calculated for each combination by the calculating unit 33. This makes it possible for the deriving unit 34 to appropriately derive the pairing information using the route cost calculated for each combination of the transport request and the traveling vehicle 2 as an index.
  • the deriving unit 34 derives the pairing information so that the sum of the route costs in the combination of the plurality of transport requests and the plurality of traveling vehicles 2 accumulated by the accumulation unit 31 is minimized. As a result, it is possible to realize an allocation that optimizes the whole for a plurality of transport requests.
  • the calculation unit 33 calculates the sum of the traveling costs of the links included in the candidate routes among the plurality of candidate routes from the current position of the traveling vehicle 2 to the destination.
  • the minimum candidate route (that is, the shortest route) is determined as the traveling route. That is, the calculation unit 33 allocates the shortest route obtained by the shortest route search algorithm such as the Dijkstra method or A * described above to the traveling vehicle 2 for a combination of a certain transportation request and the traveling vehicle 2. Is determined as the traveling route of the traveling vehicle 2 in the case where the vehicle is traveling. Thereby, the pairing information can be appropriately derived under the rational condition that the traveling vehicle 2 moves to the destination on the shortest route.
  • the calculation unit 33 calculates the route cost for all the traveling vehicles 2 existing in the control target area (in the present embodiment, as an example, an area including a plurality of bays illustrated in FIG. 1). In this case, it is possible to derive more optimal pairing information (for example, pairing information in which the sum of route costs is smaller) as compared with a case in which some traveling vehicles 2 existing in the control target area are targeted. Possibilities can be increased.
  • the calculation unit 33 may calculate the route cost for some traveling vehicles 2 existing in the control target area. For example, the calculation unit 33 may calculate the route cost by narrowing down the target to the traveling vehicle 2 existing in the section (bay) to which the destination of the transport request belongs. By limiting the traveling vehicle 2 for which the route cost is to be calculated to a part of the traveling vehicle 2 as described above, the processing amount of the calculation unit 33 is reduced, and computer resources such as a processor and a memory are saved and the processing is speeded up. Can be achieved.
  • the controller 3 described above may be provided for each section. That is, the controller 3 may be a zone controller provided for each section.
  • the zone controllers provided for each section may function as the above-described controller 3, respectively.
  • the zone controller provided in a certain section accumulates a plurality of transport requests in which the From point is included in the section, and determines the traveling vehicle 2 existing in the section in each of the plurality of transport requests.
  • the process of the controller 3 described above may be executed as a candidate of the allocation destination.
  • the deriving unit 34 excludes the traveling vehicle 2 whose route cost is equal to or more than the first threshold from the allocation target of the transportation request for an arbitrary combination of the transportation request and the traveling vehicle 2.
  • the traveling vehicle 2 which takes a time equal to or more than the first threshold value for executing a certain transport request from the allocation target of the transportation request in advance, the traveling vehicle 2 whose execution time becomes relatively long is reduced. In addition, it is possible to reliably prevent the transfer request from being normally allocated.
  • the deriving unit 34 can allocate the second transport request to the first traveling vehicle 2 to which the first transport request has been allocated as a reservation command to be executed after the completion of the execution of the first transport request.
  • the deriving unit 34 determines that the route cost of the traveling route from the current position of the first traveling vehicle 2 to the destination of the second transportation request through execution of the first transportation request is equal to or more than the second threshold.
  • the first traveling vehicle 2 is excluded from the allocation targets of the second transport request. As described above, by excluding the traveling vehicle 2 that takes a time equal to or more than the second threshold value to execute a certain transfer request from the assignment target (the reservation assignment target) of the transfer request in advance, the execution time becomes relatively long. It is possible to reliably prevent the transfer request from being allocated to the traveling vehicle 2 as reservation allocation.
  • the traveling vehicle 2 is an automatic guided vehicle that transports an article (for example, FOUP).
  • the traveling request is a transport request indicating a request to grab an article placed at a cargo gripping position (From point) as a destination and to unload the article at a predetermined unloading position.
  • the route cost includes the sum of the traveling costs of the links included in the traveling route from the current position of the traveling vehicle 2 to the cargo gripping position.
  • the assignment of the transfer request to the automatic guided vehicle can be appropriately performed based on the time until the automatic guided vehicle (traveling vehicle 2) arrives at the load grabbing position of the transfer request.
  • the route cost of the first traveling vehicle 2 to which the first transportation request is allocated relating to the second transportation request (that is, the path cost when performing reservation allocation) is calculated from the current position of the first traveling vehicle 2.
  • the sum of link running costs is calculated from the current position of the first traveling vehicle 2.
  • the sum of link running costs based on the time required for the automatic guided vehicle (first traveling vehicle 2) to arrive at the load grabbing position of the second transport request after the execution of the first transport request.
  • the traveling vehicle system 1 includes a controller 3, a transport path 4, and a plurality of traveling vehicles 2 that can travel along the transport path 4. According to the traveling vehicle system 1 including the controller 3 described above, the traveling of the traveling vehicle 2 can be performed more efficiently for the above-described reason.
  • the same effects as those of the controller 3 described above are achieved by including the above-described accumulation step, derivation step, and output step.
  • the processes of acquiring and accumulating the transport request, calculating the route cost, and deriving the pairing information are repeated at a predetermined control cycle (first to third control cycles). Although executed, each of these processes may not be executed periodically. For example, the accumulation unit 31 may irregularly acquire a transport request from a higher-level controller. Further, the calculation of the route cost and the derivation of the pairing information may be executed with the accumulation of a predetermined number of transport requests as a trigger.
  • the calculation unit 33 may execute a two-stage process using the Dijkstra method as described below. Good. That is, first, the calculating unit 33 starts the shortest route search (reverse route search) with the start point S as the From point of the transport request. Then, every time the traveling vehicle 2 is found by the reverse route search (that is, each time the shortest route from the starting point S to the traveling vehicle 2 is determined), the calculation unit 33 determines the current position of the traveling vehicle 2 as the starting point. A shortest route search (normal route search) with S as the end point of the From point of the transport request is executed.
  • shortest route search normal route search
  • the calculation unit 33 executes the reverse route search in the main thread, generates a child thread each time the traveling vehicle 2 is found, and executes the normal route search for the traveling vehicle 2 in the child thread. Thereby, the calculation unit 33 can execute the normal route search for each traveling vehicle 2 in the child thread while executing the reverse route search in the main thread.
  • the calculation unit 33 may end the processing of the main thread when a predetermined termination condition is satisfied in the main thread.
  • the predetermined termination condition is, for example, that the search has been completed for all nodes reachable within a predetermined threshold time (for example, the above-described first threshold) from the start point S (From point of the transport request), and a predetermined threshold number or more. Is found, for example.
  • the route cost of the traveling vehicle 2 (the traveling vehicle 2 that should be excluded from the transfer request allocation target) existing at a position at least a certain distance from the From point of the transportation request is calculated, and the traveling cost of the traveling vehicle 2 that is more than the required number Calculating the route cost of the route can be avoided. That is, useless route cost calculation processing can be prevented. As a result, the processing amount of the calculation unit 33 can be reduced, and computer resources such as a processor and a memory can be saved and the processing can be speeded up. It should be noted that a shortest route search algorithm other than the Dijkstra method may be used for both the reverse route search and the normal route search described above.
  • a shortest path search algorithm that can be executed when only the start point S is set without setting the end point E may be used.
  • a shortest path search algorithm that can be executed when both the start point S and the end point E are set may be used.
  • the shortest route obtained by the shortest route search algorithm is used as the travel route for the combination of the transport request and the traveling vehicle 2.
  • the route need not necessarily be the shortest route.
  • the calculation unit 33 may set the shortest route among a plurality of candidate routes searched within a preset calculation time as the traveling route. According to this, even when it is difficult to obtain a strict shortest route within the required processing time, the route as close as possible to the shortest route is determined as the traveling route while shortening the processing time of the calculation unit 33. It becomes possible.
  • the deriving unit 34 does not necessarily need to derive the optimal pairing information.
  • the deriving unit 34 may derive, as pairing information, a combination that minimizes the sum of the path costs among a plurality of combinations searched within a predetermined calculation time. According to this, even if it is difficult to obtain the optimal pairing information within the required processing time, the pairing information as close as possible to the optimal pairing information is derived while shortening the processing time of the deriving unit 34. It is possible to do.
  • the FOUP accommodating a plurality of semiconductor wafers is exemplified as the article (transported article) conveyed by the traveling vehicle 2, but the article is not limited to this, and for example, a glass wafer, a reticle It may be another container in which etc. are stored.
  • the traveling vehicle system 1 is not limited to a semiconductor manufacturing plant, and can be applied to other facilities.

Abstract

Dans la présente invention, un dispositif de commande est un dispositif de commande de véhicule en marche qui attribue, à un véhicule sélectionné parmi de multiples véhicules, une demande de transport comprenant une demande de déplacement vers un emplacement de collecte d'article. Le dispositif de commande comprend : une unité de stockage qui obtient et stocke des demandes de transport; une unité de dérivation qui dérive des informations d'appariement dans lesquelles chacune des multiples demandes de transport stockées dans l'unité de stockage est associée à un seul véhicule en marche; et une unité de sortie qui délivre des informations d'instruction qui sont basées sur les informations d'appariement dérivées de l'unité de dérivation.
PCT/JP2019/022974 2018-08-24 2019-06-10 Dispositif de commande de véhicule en marche, système de véhicule en marche, et procédé de commande de véhicule en marche WO2020039700A1 (fr)

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JPH10320047A (ja) * 1997-05-21 1998-12-04 Shinko Electric Co Ltd 無人搬送車制御装置および無人搬送車制御方法
JP3189883B2 (ja) * 1997-09-09 2001-07-16 村田機械株式会社 無人搬送車システム
JP2003337623A (ja) * 2002-05-21 2003-11-28 Asyst Shinko Inc 経路決定装置及び方法
JP2012243291A (ja) * 2011-05-24 2012-12-10 Murata Mach Ltd 搬送車システム

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