JP7618491B2 - Autonomous guided vehicle management control device and management control system - Google Patents

Description

The present invention relates to a management control device and a management control system for an autonomous guided vehicle.

In recent years, autonomous guided vehicles that travel autonomously along a route to a destination have become widespread. For example, there are cases where multiple autonomous guided vehicles travel within a specific area of a factory to transport goods.

When multiple autonomous vehicles are traveling, they need to avoid collisions with each other, and appropriate control, such as giving priority or stopping, is particularly important at intersections and in narrow areas and driving paths.

In Patent Document 1, an AGV detects a marker placed just before an intersection area and asserts that it is in the intersection area by transmitting radio waves, while at the same time determining whether a preceding AGV is in the intersection area by receiving radio waves transmitted by other AGVs. The AGV then drives or stops depending on whether or not radio waves are received and the frequency.

Patent No. 3206314 Patent No. 5448612

However, the technology disclosed in Patent Document 1 requires placing markers in front of the intersection area and equipping each automated guided vehicle with equipment for sending and receiving radio waves.

In addition, in the technology disclosed in Patent Document 2, automated guided vehicles continue traveling or stop based on the order in which they arrive at the entrance to the intersection area, but depending on the shape of the intersection area, this may not be considered efficient operation. For example, in an intersection area where the distance is long in one direction and short in the other direction due to differences in the width of the intersecting travel paths, it may be possible to improve overall operational efficiency by giving priority to automated guided vehicles that arrive last at the entrance to the intersection area.

The present invention aims to provide a management control device and management control system for an autonomous guided vehicle that enables efficient operation.

A management control device for an autonomous guided vehicle according to one embodiment of the present invention is a management control device for an autonomous guided vehicle that controls multiple autonomous guided vehicles traveling in a specified area, and includes a simultaneous entry prohibited area setting unit that sets a simultaneous entry prohibited area within the specified area, a traveling information acquisition unit that acquires traveling information of the multiple autonomous guided vehicles, an entry period calculation unit that calculates an entry period for the multiple autonomous guided vehicles into the simultaneous entry prohibited area based on the simultaneous entry prohibited area and the traveling information of the multiple autonomous guided vehicles, a simultaneous entry determination unit that determines whether at least two or more of the multiple autonomous guided vehicles are entering the simultaneous entry prohibited area simultaneously based on the entry period, and a traveling instruction unit that, when it is determined that they are entering simultaneously, gives entry permission to the autonomous guided vehicle that is the first to exit the simultaneous entry prohibited area among the at least two or more autonomous guided vehicles.

According to this aspect, when the simultaneous entry prohibited area setting unit sets a simultaneous entry prohibited area and the simultaneous entry determination unit determines that multiple autonomous guided vehicles are entering the simultaneous entry prohibited area at the same time, the travel instruction unit gives entry permission to the autonomous guided vehicle that is the first to exit the simultaneous entry prohibited area among the at least two or more autonomous guided vehicles. As a result, it is possible to avoid collisions between the autonomous guided vehicles in the simultaneous entry prohibited area and realize efficient operation.

In the above aspect, the entry period calculation unit may calculate the scheduled entry times of the multiple autonomous guided vehicles into the simultaneous entry no-entry area and the scheduled exit times of the multiple autonomous guided vehicles from the simultaneous entry no-entry area based on the simultaneous entry no-entry area and the driving information of the multiple autonomous guided vehicles.

According to this aspect, the entry period calculation unit calculates the planned entry times and planned exit times of multiple autonomous guided vehicles, so that it is possible to properly identify the autonomous guided vehicle that will exit the simultaneous entry prohibited area the earliest.

In the above aspect, the driving instruction unit may instruct an autonomous guided vehicle other than the autonomous guided vehicle that is given permission to enter, among the at least two autonomous guided vehicles, to stop before the simultaneous entry prohibited area.

According to this aspect, the driving instruction unit issues a stop instruction to autonomous guided vehicles other than the autonomous guided vehicle that is given permission to enter, before the simultaneous entry prohibited area, thereby preventing multiple autonomous guided vehicles from simultaneously entering the simultaneous entry prohibited area and avoiding collisions between the autonomous guided vehicles in the simultaneous entry prohibited area.

In the above aspect, when an autonomous guided vehicle that has been given permission to enter has left a no-simultaneous-entry area, the driving instruction unit may give permission to enter to the autonomous guided vehicle that has been given a stop instruction.

According to this aspect, when an autonomous guided vehicle that has been given permission to enter leaves a no-simultaneous-entry area, the driving instruction unit gives permission to enter to the autonomous guided vehicle that has been given a stop instruction, thereby achieving efficient operation while avoiding collisions between autonomous guided vehicles in the no-simultaneous-entry area.

In the above aspect, the driving instruction unit may give entry permission to an autonomous guided vehicle other than the autonomous guided vehicle that is given entry permission, if the autonomous guided vehicle other than the autonomous guided vehicle that is given entry permission is on the same driving route as the autonomous guided vehicle that is given entry permission in a simultaneous entry prohibited area, among at least two or more autonomous guided vehicles.

According to this aspect, when multiple autonomous guided vehicles are on the same driving route in a simultaneous entry prohibited area, the driving instruction unit gives the multiple autonomous guided vehicles permission to enter, so that the following autonomous guided vehicles do not collide in the simultaneous entry prohibited area, and efficient operation can be achieved.

In the above aspect, the system may further include an abnormality determination unit that determines that an abnormality exists when an autonomous guided vehicle that has been granted permission to enter is stopped for a first predetermined period of time, or when driving information of an autonomous guided vehicle that has been granted permission to enter cannot be obtained for a second predetermined period of time.

According to this aspect, the abnormality determination unit determines whether the autonomous guided vehicle has stopped or there has been a communication failure, and can therefore notify the operator of the abnormality. As a result, the operator can be prompted to take measures to restore proper operation.

In the above aspect, when the abnormal state is resolved and there is an autonomous guided vehicle that has been instructed to stop before a simultaneous entry prohibited area, the driving instruction unit may give permission for the autonomous guided vehicle to enter.

According to this aspect, when an abnormal condition is resolved, the driving instruction unit gives entry permission to an autonomous guided vehicle that has already been instructed to stop, so that the vehicle can resume operation appropriately.

The management and control system for autonomous guided vehicles according to one aspect of the present invention is a management and control system for autonomous guided vehicles having a plurality of autonomous guided vehicles traveling in a specified area and a management and control device that controls the plurality of autonomous guided vehicles, and each of the plurality of autonomous guided vehicles is equipped with a traveling control unit that controls the traveling of the autonomous guided vehicle and a vehicle information acquisition unit that acquires traveling information of the autonomous guided vehicle, and the management and control device includes a simultaneous entry no-go area setting unit that sets a simultaneous entry no-go area within the specified area, a traveling information acquisition unit that acquires traveling information from the plurality of autonomous guided vehicles, and based on the simultaneous entry no-go area and the traveling information of the plurality of autonomous guided vehicles, The system includes an entry period calculation unit that calculates the entry period of the multiple autonomous guided vehicles into the simultaneous entry prohibited area, a simultaneous entry determination unit that determines whether at least two or more of the multiple autonomous guided vehicles are entering the simultaneous entry prohibited area at the same time based on the entry period, and a driving instruction unit that, when it is determined that the autonomous guided vehicles are entering the simultaneous entry prohibited area at the same time, gives entry permission to the autonomous guided vehicle that is the first to exit the simultaneous entry prohibited area out of the at least two or more autonomous guided vehicles, and the autonomous guided vehicle that has been given entry permission drives to enter the simultaneous entry prohibited area under the driving control unit of the autonomous guided vehicle.

According to this aspect, the simultaneous entry prohibited area setting unit sets a simultaneous entry prohibited area, the travel information acquisition unit acquires travel information from multiple autonomous guided vehicles, and the entry period calculation unit calculates the entry period to the simultaneous entry prohibited area based on the simultaneous entry prohibited area and the travel information of the multiple autonomous guided vehicles. When the simultaneous entry determination unit determines that multiple autonomous guided vehicles are entering the simultaneous entry prohibited area simultaneously, the travel instruction unit gives entry permission to the autonomous guided vehicle that is the fastest to exit the simultaneous entry prohibited area among the at least two or more autonomous guided vehicles. As a result, efficient operation can be achieved while avoiding collisions between the autonomous guided vehicles in the simultaneous entry prohibited area.

The present invention provides a management control device and management control system for an autonomous guided vehicle that enables efficient operation.

1 is a system configuration diagram showing an overview of a management control system 10 for an autonomous guided vehicle according to an embodiment of the present invention. 1 is a functional block diagram showing the functions of a management control device 100 and an autonomous guided vehicle 200 in an autonomous guided vehicle management control system 10 according to one embodiment of the present invention. FIG. 13 is a diagram showing two autonomous guided vehicles 200A, 200B in which one is given permission to enter an intersection area A10 and the other is given an instruction to stop. 1 is a flowchart showing an autonomous guided vehicle management control method M100 executed by a management control device 100 in an autonomous guided vehicle management control system 10 according to one embodiment of the present invention. 13 is a diagram showing an autonomous guided vehicle 200A stopped in an intersection area A10. FIG. FIG. 13 is a diagram showing a state in which the vicinity of a narrow road where passing is difficult is set as a simultaneous entry prohibition area. FIG. 13 is a diagram showing a state in which the vicinity of a cul-de-sac, where a narrow roadway leading to a dead end makes it difficult for vehicles to pass each other, is set as a no-entry area for simultaneous entry. 13 is a diagram showing a state in which the periphery of a narrow road where passing each other is difficult is set as a no-entry area, and multiple autonomous guided vehicles 200 travel in the same direction through the no-entry area.

One embodiment of the present invention will be described in detail below with reference to the attached drawings. Note that the embodiment described below is merely a specific example for implementing the present invention, and is not intended to limit the interpretation of the present invention. In addition, to facilitate understanding of the description, the same components in each drawing are given the same reference numerals as much as possible, and duplicate descriptions may be omitted.

<One embodiment>
[System configuration of the management and control system for autonomous guided vehicles]
1 is a system configuration diagram showing an overview of a management control system 10 for an autonomous guided vehicle according to an embodiment of the present invention. As shown in FIG. 1, the management control system 10 has a management control device 100 and a plurality of autonomous guided vehicles 200A, 200B (hereinafter, sometimes collectively referred to as autonomous guided vehicles 200), and is connected to a network via wireless communication such as a wired LAN and WiFi (registered trademark). Furthermore, the management control system 10 may be provided with an electronic device such as a tablet 300 that can be connected to the network.

The management control device 100 manages and controls the entire management control system 10, including the sending and receiving of data and management in the management control system 10. Specifically, the management control device 100 manages and controls the running of multiple autonomous guided vehicles 200 while sending and receiving data to and from multiple autonomous guided vehicles 200 running in a specified area.

The management control device 100 records map data of a specific area in which multiple autonomous guided vehicles 200 travel, and may understand the route that the multiple autonomous guided vehicles 200 will take to their destination based on the map data.

The map data may be created by map creation software stored in the management control device 100, or map data created by another device or system may be recorded in the management control device 100.

The autonomous guided vehicles 200 travel within a factory, for example, and transport cargo to a set destination. The autonomous guided vehicles 200 transmit and receive data to and from the management control device 100, and are controlled to travel and stop based on operational instructions from the management control device 100, allowing them to travel autonomously without a driver.

The autonomous guided vehicles 200 may each be equipped with map data, generate a route for the vehicle to travel to the destination, and travel along that route.

The tablet 300 is a terminal device operated by an operator, and may, for example, perform operations such as managing, confirming, and setting actions, tasks, and schedules while sending and receiving data to and from the management control device 100. The operator may also use the tablet 300 to perform operations such as setting destinations and driving conditions for multiple autonomous guided vehicles 200. Furthermore, if an abnormality occurs in the management control system 10, the tablet 300 is notified, and the operator may perform operations from the tablet 300 to resolve the abnormality.

The terminal device operated by the worker is not limited to the tablet 300, and may be, for example, a PC, a smartphone, or a dedicated terminal, as long as it is capable of sending and receiving data with the management control device 100 and the multiple autonomous guided vehicles 200 via a network.

[Functions of the autonomous vehicle management control system]
2 is a functional block diagram showing the functions of the management control device 100 and the autonomous guided vehicle 200 in the management control system 10 for an autonomous guided vehicle according to one embodiment of the present invention. As shown in FIG. 2, the management control system 10 has the management control device 100 and the autonomous guided vehicle 200, and is configured to be capable of communication as described above. While the management control device 100 and the autonomous guided vehicle 200 transmit and receive data, the management control device 100 manages and controls the running (stopping) of multiple autonomous guided vehicles 200 running in a specified area such as a factory.

The management control device 100 includes a simultaneous entry no-entry area setting unit 110, a driving information acquisition unit 120, an entry period calculation unit 130, a simultaneous entry determination unit 140, a driving instruction unit 150, and a map data recording unit 160. The autonomous guided vehicle 200 includes a vehicle information acquisition unit 210, a route information generation unit 220, a driving control unit 230, and a map data recording unit 240.

The simultaneous entry prohibited area setting unit 110 sets a simultaneous entry prohibited area within a specified area. For example, map data of the inside of a factory where the autonomous guided vehicle 200 travels is recorded in advance in the map data recording unit 160, and the simultaneous entry prohibited area setting unit 110 sets the simultaneous entry prohibited area based on the map data.

Here, a no-simultaneous-entry area includes an area where there is a possibility of a collision if at least two or more autonomous guided vehicles 200 enter at the same time, such as an intersection area such as a crossroads, a T-junction, or a roundabout.

Note that simultaneous entry prohibited areas may exist in multiple locations within a factory shown in the map data, and each may be registered by assigning unique identification information, such as an ID. Furthermore, simultaneous entry prohibited areas may be registered with information regarding the type, entrance and exit information, and size, such as the distance and width, of the driving path, etc.

The driving information acquisition unit 120 acquires driving information from multiple autonomous guided vehicles 200.

Specifically, a destination point is set for each of the autonomous guided vehicles 200, for example, by an operator operating a tablet 300. In each autonomous guided vehicle 200, a route information generating unit 220 generates an appropriate driving route to the destination point based on the map data recorded in a map data recording unit 240. Then, a driving control unit 230 controls the driving of the autonomous guided vehicle 200 along the driving route generated by the route information generating unit 220. The destination point and the driving route may be transmitted to the management control device 100, or may be transmitted to a server such as a cloud, so that the information is shared between the management control device 100 and the autonomous guided vehicles 200.

Here, in each autonomous guided vehicle 200, the vehicle information acquisition unit 210 acquires driving information of the autonomous guided vehicle 200. The driving information may include, for example, the position of the autonomous guided vehicle 200, a traveling direction vector, a driving speed, a driving route, a battery state, information about the transported object, and information about the autonomous guided vehicle.

In each autonomous guided vehicle 200, the vehicle information acquisition unit 210 acquires driving information at predetermined intervals (e.g., 0.1 seconds to several seconds) and transmits it to the management control device 100. In other words, the driving information acquisition unit 120 in the management control device 100 acquires the driving information of each autonomous guided vehicle 200 as synchronization data. Then, the management control device 100 manages and controls the driving of each autonomous guided vehicle 200 based on the synchronization data of the autonomous guided vehicle 200.

Note that here, in each autonomous guided vehicle 200, the driving route is generated by the route information generating unit 220, but this is not limited to this, and for example, the driving route may be generated by the management control device 100 or another system.

In this way, each autonomous guided vehicle 200 travels along a travel route to a destination point while being managed and controlled by the management control device 100. For example, in an intersection area, the autonomous guided vehicles 200 are appropriately controlled to avoid collisions with other autonomous guided vehicles 200. The manner in which two autonomous guided vehicles 200 are controlled to travel in an intersection area will be specifically described in detail.

Figure 3 shows two autonomous guided vehicles 200A, 200B in an intersection area A10, where one is given permission to enter and the other is instructed to stop. Note that the intersection area A10 is set in advance as a simultaneous entry prohibited area by the simultaneous entry prohibited area setting unit 110, as described above.

As shown in FIG. 3, when two autonomous guided vehicles 200A and 200B approach intersection area A10 (FIG. 3(a)), autonomous guided vehicle 200A is given priority while autonomous guided vehicle 200B is stopped just before intersection area A10 (FIG. 3(b)). After autonomous guided vehicle 200A passes through (exits) intersection area A10, autonomous guided vehicle 200B is allowed to resume traveling (FIG. 3(c)).

Specifically, the entry period calculation unit 130 calculates the entry period of the autonomous guided vehicles 200A and 200B into the intersection area A10 based on the intersection area A10 and the driving information of the autonomous guided vehicles 200A and 200B.

For example, the entry period calculation unit 130 calculates the scheduled time of entry into the intersection area A10 and the scheduled time of exit from the intersection area A10 of the autonomous guided vehicles 200A and 200B based on driving information such as the positions, travel direction vectors, and driving speeds of the autonomous guided vehicles 200A and 200B acquired by the driving information acquisition unit 120. Note that the entry period calculation unit 130 is aware of the map data recorded in the map data recording unit 160 and the intersection area A10 set by the simultaneous entry prohibited area setting unit 110, and therefore refers to this information to calculate the scheduled time of entry into the intersection area A10 and the scheduled time of exit from the intersection area A10 of the autonomous guided vehicles 200A and 200B.

Note that, here, in order to grasp the entry period during which the autonomous guided vehicles 200A, 200B are entering the intersection area A10, the entry period calculation unit 130 calculates the planned entry time and the planned exit time, but this is not limited to this. For example, the entry period calculation unit 130 may calculate how many seconds after the current time the autonomous guided vehicle 200 will enter the intersection area A10 and how many seconds after the entry or how many seconds after the current time it will exit the intersection area A10 to grasp the entry period.

The simultaneous entry determination unit 140 determines whether or not at least two of the autonomous guided vehicles 200 are entering a simultaneous entry prohibited area at the same time, based on the entry period calculated by the entry period calculation unit 130. In the example shown in FIG. 3, the simultaneous entry determination unit 140 determines that the autonomous guided vehicles 200A and 200B are entering the intersection area A10 at the same time, based on the calculation result of the entry period calculation unit 130. Note that the simultaneous entry into the intersection area A10 means that the periods during which they stay in the intersection area A10 overlap.

When the simultaneous entry determination unit 140 determines that the autonomous guided vehicles 200 are entering simultaneously, the driving instruction unit 150 gives entry permission to the autonomous guided vehicle 200 that exits the simultaneous entry prohibited area the earliest among the at least two or more autonomous guided vehicles 200. In the example shown in FIG. 3, it is assumed that the autonomous guided vehicle 200A exits the intersection area A10 earlier than the autonomous guided vehicle 200B, and the driving instruction unit 150 gives entry permission to the autonomous guided vehicle 200A. On the other hand, the driving instruction unit 150 gives an instruction to the autonomous guided vehicle 200B to stop just before the intersection area A10.

The autonomous guided vehicle 200A that has been granted permission to enter continues to travel, entering the intersection area A10 and passing through the intersection area A10.

When the autonomous guided vehicle 200B is given the instruction to stop, it suspends its travel without entering the intersection area A10, and stops just before the intersection area A10.

After the autonomous guided vehicle 200A leaves the intersection area A10, the driving instruction unit 150 gives entry permission to the autonomous guided vehicle 200B. Having been given entry permission, the autonomous guided vehicle 200B resumes driving, thereby entering the intersection area A10 and passing through the intersection area A10.

Whether the autonomous guided vehicle 200A has left the intersection area A10 is determined based on the synchronization data of the driving information of the autonomous guided vehicle 200A described above. For example, the determination may be based on the position of the autonomous guided vehicle 200A acquired by the driving information acquisition unit 120 in the management control device 100, the map data recorded in the map data recording unit 160, and the intersection area A10 set by the simultaneous entry prohibited area setting unit 110.

In this way, when two autonomous guided vehicles 200A, 200B approach the intersection area A10, the management control device 100 gives priority to autonomous guided vehicle 200A while stopping autonomous guided vehicle 200B just before the intersection area A10, and allows autonomous guided vehicle 200B to travel after autonomous guided vehicle 200A has passed through intersection area A10. This allows the two autonomous guided vehicles 200A, 200B to avoid a collision at the intersection area A10, while also giving priority to the autonomous guided vehicle 200A that is able to exit the intersection area A10 first, achieving efficient and appropriate operation.

[Method for managing and controlling autonomous guided vehicles]
Next, a management and control method for an autonomous guided vehicle executed by the management control device 100 in the management and control system 10 for an autonomous guided vehicle according to one embodiment of the present invention will be specifically described in detail.

FIG. 4 is a flowchart showing a management control method M100 for an autonomous guided vehicle executed by a management control device 100 in a management control system 10 for an autonomous guided vehicle according to one embodiment of the present invention. As shown in FIG. 4, the management control method M100 includes steps S110 to S160, and each step is executed by a processor included in the management control device 100.

In step S110, the simultaneous entry prohibited area setting unit 110 of the management control device 100 sets simultaneous entry prohibited areas within a predetermined area. As a specific example, the simultaneous entry prohibited area setting unit 110 has map data of a factory in which multiple autonomous guided vehicles 200 travel recorded in advance in the map data recording unit 160, and sets simultaneous entry prohibited areas for intersection areas, etc., based on the map data.

In step S120, the driving information acquisition unit 120 of the management control device 100 acquires driving information of the multiple autonomous guided vehicles 200. As a specific example, the driving information acquisition unit 120 acquires driving information including the position, travel direction vector, and driving speed for each of the multiple autonomous guided vehicles 200 traveling within the factory. The driving information is acquired by the vehicle information acquisition unit 210 of each of the multiple autonomous guided vehicles 200 at predetermined intervals and transmitted to the management control device 100 as synchronization data.

In step S130, the entry period calculation unit 130 of the management control device 100 calculates the entry period of the multiple autonomous guided vehicles 200 into the simultaneous entry no-entry area based on the simultaneous entry no-entry area and the driving information of the multiple autonomous guided vehicles 200. As a specific example, the entry period calculation unit 130 calculates the scheduled entry time into the intersection area A10, which is a simultaneous entry no-entry area, and the scheduled exit time from the intersection area A10, for each of the multiple autonomous guided vehicles 200 traveling within the factory.

In step S140, the simultaneous entry determination unit 140 of the management control device 100 determines whether or not at least two of the multiple autonomous guided vehicles 200 are entering a simultaneous entry prohibited area at the same time, based on the entry period calculated in step S130. As a specific example, the simultaneous entry determination unit 140 determines whether or not the periods during which the autonomous guided vehicles 200A and 200B stay in the intersection area A10 overlap in the scene shown in FIG. 3.

If the simultaneous entry determination unit 140 determines that the vehicles are entering simultaneously (Yes in step S140), the process proceeds to steps S150 and S160, and arbitration is performed to determine which of the multiple autonomous guided vehicles 200 should be given priority for running.

On the other hand, if the simultaneous entry determination unit 140 determines that the vehicles are not entering simultaneously (No in step S140), the above arbitration process is not performed and the multiple autonomous guided vehicles 200 continue traveling as is.

In steps S150 and S160, the driving instruction unit 150 of the management control device 100 gives entry permission to the autonomous guided vehicle 200 that is the first to exit the simultaneous entry prohibited area among at least two or more autonomous guided vehicles 200, and gives a stop instruction before the simultaneous entry prohibited area to the other autonomous guided vehicles 200. In the scene shown in FIG. 3, the driving instruction unit 150 gives entry permission to the autonomous guided vehicle 200A that is the first to exit the intersection area A10, and gives a stop instruction before the intersection area A10 to the autonomous guided vehicle 200B.

After that, when the autonomous guided vehicle 200A that has been granted permission to enter leaves the intersection area A10, the driving instruction unit 150 gives permission to enter the autonomous guided vehicle 200B that has stopped just before the intersection area A10.

As described above, according to the management control device 100 and management control method M100 of one embodiment of the present invention, when multiple autonomous guided vehicles 200 approach the intersection area A10, the autonomous guided vehicle 200 that can exit the intersection area A10 first is given permission to enter and is allowed to travel preferentially, while the other autonomous guided vehicles 200 are given a stop instruction and are stopped in front of the intersection area A10. Then, after the autonomous guided vehicle 200 that has been given permission to enter passes through the intersection area A10, the other autonomous guided vehicles 200 are allowed to travel. As a result, the multiple autonomous guided vehicles 200 can avoid collisions at the intersection area A10, and the autonomous guided vehicle that can exit the intersection area A10 first is allowed to travel preferentially, thereby achieving efficient and appropriate operation.

In this embodiment, two autonomous guided vehicles 200A and 200B are described, but the number of autonomous guided vehicles 200 approaching the intersection area A10 is not limited to two, and may be three or more. Specifically, among the three autonomous guided vehicles 200, the autonomous guided vehicle 200 that leaves the intersection area A10 first is given entry permission, and the other two autonomous guided vehicles 200 are given a stop instruction. After that, when the first autonomous guided vehicle 200 leaves the intersection area A10, the autonomous guided vehicle 200 that leaves the intersection area A10 first is given entry permission. In this way, even in the case of three or more autonomous guided vehicles, by giving entry permission in order, collisions at the intersection area A10 can be avoided, and the autonomous guided vehicle 200 that leaves the intersection area A10 first is given priority, so that efficient and appropriate operation can be realized.

[If an abnormal condition occurs]
Next, the operation of the management control system 10 when an abnormal state occurs will be described with a concrete example.

Figure 5 is a diagram showing the autonomous guided vehicle 200A stopped in intersection area A10. As shown in Figure 5, an abnormality has occurred in the autonomous guided vehicle 200A, causing the autonomous guided vehicle 200A to stop in intersection area A10, and the autonomous guided vehicle 200B has stopped just before intersection area A10.

In this scene, an arbitration process is performed between autonomous guided vehicles 200A and 200B in intersection area A10, and autonomous guided vehicle 200A is given permission to enter and autonomous guided vehicle 200B is given an instruction to stop. An abnormality determination unit (not shown) in management control device 100 determines that autonomous guided vehicle 200A that has been given permission to enter is in an abnormal state if the autonomous guided vehicle is stopped continuously for a first predetermined time (e.g., several tens of seconds to several minutes). Here, whether autonomous guided vehicle 200A has been stopped continuously for the first predetermined time may be determined based on travel information (synchronization data) including the position of autonomous guided vehicle 200A acquired by travel information acquisition unit 120 in management control device 100.

If the abnormality determination unit determines that the autonomous guided vehicle 200A is in an abnormal state, for example, the management control device 100 may send a message to the tablet 300 indicating that an abnormality is occurring, and notify the worker. Note that as a means of notifying the worker, the autonomous guided vehicle 200A or the like may emit a warning sound or turn on a patrol lamp or the like. In this way, by notifying the worker of the abnormal state, the worker is prompted to resolve the abnormal state.

After that, when the abnormal condition is resolved, for example, the worker uses tablet 300 to operate to indicate that the abnormal condition has been resolved. At that time, if autonomous guided vehicle 200A has exited intersection area A10, driving instruction unit 150 may give entry permission to autonomous guided vehicle 200B, which is stopped just before intersection area A10.

It is also possible that autonomous guided vehicle 200A, which has been given permission to enter intersection area A10, stops before entering intersection area A10. In this case, autonomous guided vehicle 200A has been given permission to enter and autonomous guided vehicle 200B has been given an instruction to stop. Therefore, even though autonomous guided vehicle 200A has not yet entered intersection area A10, autonomous guided vehicle 200B is also unable to enter intersection area A10.

In this case as well, if the abnormality determination unit determines that the autonomous guided vehicle 200A is in an abnormal state, the operator is prompted to resolve the abnormal state. After that, if the abnormal state is resolved, or if it is confirmed that the autonomous guided vehicle 200A is not stopped in the intersection area A10, the driving instruction unit 150 may give entry permission to the autonomous guided vehicle 200B that is stopped just before the intersection area A10.

In addition, in the case where a communication failure occurs between the management control device 100 and the autonomous guided vehicle 200, for example, if the driving information acquisition unit 120 cannot acquire driving information (synchronization data) of the autonomous guided vehicle 200 for a second predetermined time period (for example, several tens of seconds to several minutes), the abnormal state determination unit may determine that there is an abnormal state (communication failure). In this case as well, the operator is prompted to resolve the abnormal state. After that, if the abnormal state is resolved and it is confirmed that the autonomous guided vehicle 200A is not stopped in the intersection area A10, the driving instruction unit 150 may give entry permission to the autonomous guided vehicle 200B that is stopped in front of the intersection area A10.

In this way, when the abnormal condition determination unit determines that an abnormal condition has occurred, the abnormal condition is resolved, and it is confirmed that autonomous guided vehicle 200A is not stopped in intersection area A10, and then autonomous guided vehicle 200B, which is stopped just before intersection area A10, is given permission to enter. This makes it possible to avoid a collision in intersection area A10, while also preventing autonomous guided vehicle 200B, which has been given a stop instruction, from remaining stopped just before intersection area A10, and as a result, efficient and appropriate operation can be achieved.

In the case of a communication failure, the autonomous guided vehicle 200A is not stopped due to an abnormality, so the autonomous guided vehicle 200A may have exited the intersection area A10 normally. For example, even if the travel information acquisition unit 120 cannot acquire travel information (synchronization data) of the autonomous guided vehicle 200A and it cannot be determined whether the autonomous guided vehicle 200A has reliably exited the intersection area A10, it may be determined that the autonomous guided vehicle 200A has exited the intersection area A10 based on the planned exit time calculated by the entry period calculation unit 130. As a result, the travel instruction unit 150 can give entry permission to the autonomous guided vehicle 200B that is stopped just before the intersection area A10, and more efficient and appropriate operation can be achieved.

<Other embodiments>
In the embodiment of the present invention described above, the intersection area A10 has been used as an example of a no-simultaneous-entry area, but the no-simultaneous-entry area is not limited to this and may be, for example, a narrow road where there is a possibility of a head-on collision.

Figure 6 is a diagram showing a state in which the vicinity of a narrow roadway where passing each other is difficult is set as a simultaneous entry prohibition area. As shown in Figure 6, a narrow roadway area A20 is set as a simultaneous entry prohibition area, and arbitration processing is performed for the three autonomous guided vehicles 200A, 200B, and 200C.

Specifically, the three autonomous guided vehicles 200A, 200B, and 200C have the earliest scheduled escape times from the narrow travel path area A20 in the order of autonomous guided vehicles 200A, 200B, and 200C. In this case, when the three autonomous guided vehicles 200A, 200B, and 200C approach the narrow travel path area A20, the autonomous guided vehicle 200A is given permission to enter and is allowed to travel preferentially, and the autonomous guided vehicles 200B and 200C are given a stop instruction to stop them before the narrow travel path area A20.

After autonomous guided vehicle 200A exits narrow travel path area A20, autonomous guided vehicle 200B is given permission to enter, and after autonomous guided vehicle 200B exits narrow travel path area A20, autonomous guided vehicle 200C is given permission to enter, and they pass through narrow travel path area A20 in turn.

When the autonomous guided vehicle 200A leaves the narrow travel path area A20, the arbitration process may be executed again for the two autonomous guided vehicles 200B and 200C. While the autonomous guided vehicle 200A is traveling in the narrow travel path area A20, the travel information including the positions, travel speeds, and battery states of the two autonomous guided vehicles 200B and 200C may change. For this reason, the planned exit times for the autonomous guided vehicles 200B and 200C to leave the narrow travel path area A20 may be calculated based on the latest travel information (synchronization data), and the entry permission may be given to the one with the earlier planned exit time.

Figure 7 is a diagram showing a state in which the vicinity of a cul-de-sac, where a narrow roadway leading to a dead end makes it difficult for two vehicles to pass each other, is set as a simultaneous entry prohibition area. As shown in Figure 7, the cul-de-sac area A30 is set as a simultaneous entry prohibition area, and arbitration processing is performed for the two autonomous guided vehicles 200A and 200B.

Specifically, of the two autonomous guided vehicles 200A, 200B, the autonomous guided vehicle 200A, which has the earliest planned time of exiting the dead-end area A30, is given permission to enter and is allowed to travel preferentially, and the autonomous guided vehicle 200B is given a stop command to stop it just before the dead-end area A30.

After the autonomous guided vehicle 200A exits the dead-end area A30, the autonomous guided vehicle 200B is given permission to enter and is allowed to enter the dead-end area A30 in turn.

Figure 8 is a diagram showing how a simultaneous entry prohibition area is set around a narrow road where passing each other is difficult, and multiple autonomous guided vehicles 200 travel in the same direction through the simultaneous entry prohibition area. As shown in Figure 8, a narrow road area A20 is set as the simultaneous entry prohibition area.

In this situation, similar to FIG. 6, arbitration processing is performed for the three autonomous guided vehicles 200A, 200B, and 200C, and if the three autonomous guided vehicles 200A, 200B, and 200C are on the same driving route (same direction of travel) in the narrow driving path area A20, multiple autonomous guided vehicles 200 may be given permission to enter.

The narrow travel path area A20 is an area where simultaneous entry is prohibited, but if the autonomous guided vehicle 200 entering the narrow travel path area A20 is on the same travel route, it is possible for the autonomous guided vehicle 200 to follow behind without colliding with the preceding autonomous guided vehicle 200. For this reason, rather than giving the following autonomous guided vehicle 200 an instruction to stop just before the narrow travel path area A20, the following autonomous guided vehicle 200 is given permission to enter and allowed to continue traveling.

Whether multiple autonomous guided vehicles 200 are on the same driving route in a no-simultaneous-entry area may be determined based on, for example, the positions and travel direction vectors included in the driving information (synchronization data) of each of the multiple autonomous guided vehicles 200 acquired by the driving information acquisition unit 120, or based on the driving route to the destination generated by the route information generation unit 220.

This is not limited to cases where a narrow road area A20 as shown in FIG. 8 is set as a no-entry area, but may also be applied to cases where an intersection area A10 as shown in FIG. 3 is set as a no-entry area. In the case of the intersection area A10, it may be applied to situations where the entrance and exit of the intersection area A10 are common, such as a situation where multiple autonomous guided vehicles 200 travel straight in the same direction, and a situation where multiple autonomous guided vehicles 200 turn right or left in the same direction.

On the other hand, in a dead-end area A30 as shown in FIG. 7, even if multiple autonomous guided vehicles 200 are traveling along the same route, this method does not apply if there is a possibility of a head-on collision.

When multiple autonomous guided vehicles 200 are on the same driving route in a simultaneous entry prohibited area, the type of simultaneous entry prohibited area determines whether the following autonomous guided vehicle 200 is allowed to enter and continue driving without being instructed to stop before the simultaneous entry prohibited area. When the simultaneous entry prohibited area is set by the simultaneous entry prohibited area setting unit 110, information on the type of simultaneous entry prohibited area, entrance and exit information, size such as the distance and width of the driving path, etc., is added and registered, and further, whether the following autonomous guided vehicle 200 can enter may be added and registered.

＜Other＞
In the above-described embodiment and other embodiments, in the arbitration process, entry permission is given to the autonomous guided vehicle 200 that is the first to exit the simultaneous entry prohibited area. However, after entry permission is given and before the autonomous guided vehicle 200 enters the simultaneous entry prohibited area, for example, deceleration of the autonomous guided vehicle 200, acceleration of another autonomous guided vehicle 200, or appearance of a new autonomous guided vehicle 200 may occur. In this case, if the autonomous guided vehicle 200 that is the first to exit the simultaneous entry prohibited area changes in the arbitration process based on the latest synchronization data, the entry permission for the autonomous guided vehicle 200 that was previously given entry permission may be cancelled, and entry permission may be given to the other autonomous guided vehicle 200 or the new autonomous guided vehicle 200.

In the above-described embodiment and other embodiments, in the arbitration process, permission to enter is given to the autonomous guided vehicle 200 that is able to exit the simultaneous entry-prohibited area first. However, if there are multiple autonomous guided vehicles 200 that have the same planned time to exit the simultaneous entry-prohibited area, permission to enter may be given to, for example, the autonomous guided vehicle 200 that is able to enter the simultaneous entry-prohibited area first.

The above-described embodiments are intended to facilitate understanding of the present invention, and are not intended to limit the present invention. The elements of the embodiments, as well as their arrangements, materials, conditions, shapes, sizes, etc., are not limited to those exemplified, and may be modified as appropriate. Furthermore, configurations shown in different embodiments may be partially substituted or combined.

10...Management control system, 100...Management control device, 110...Simultaneous entry prohibited area setting unit, 120...Driving information acquisition unit, 130...Entry period calculation unit, 140...Simultaneous entry judgment unit, 150...Driving instruction unit, 160, 240...Map data recording unit, 200, 200A-200C...Autonomous guided vehicle, 210...Vehicle information acquisition unit, 220...Route information generation unit, 230...Driving control unit, A10-A30...Simultaneous entry prohibited area, M100...Management control method, S110-S160...Each step of the management control method M100

Claims (7)

A management control device for autonomous guided vehicles that controls a plurality of autonomous guided vehicles traveling in a predetermined area,
a simultaneous entry prohibited area setting unit that sets a simultaneous entry prohibited area within the predetermined area;
A travel information acquisition unit that acquires travel information of the plurality of autonomous guided vehicles;
an entry period calculation unit that calculates an entry period of the plurality of autonomous guided vehicles into the simultaneous entry prohibited area based on the simultaneous entry prohibited area and traveling information of the plurality of autonomous guided vehicles;
a simultaneous entry determination unit that determines whether or not at least two or more of the plurality of autonomous guided vehicles are entering the simultaneous entry prohibited area simultaneously based on the entry period;
a travel instruction unit that, when it is determined that the autonomous guided vehicles are entering the simultaneous entry no-entry area, gives entry permission to an autonomous guided vehicle that is the earliest to exit the simultaneous entry no-entry area among the at least two or more autonomous guided vehicles, and gives an instruction to stop in front of the simultaneous entry no-entry area to autonomous guided vehicles other than the autonomous guided vehicle to which the entry permission is given ,
Management and control system for autonomous guided vehicles. the entry period calculation unit calculates a scheduled time for the plurality of autonomous guided vehicles to enter the simultaneous entry no-entry area and a scheduled time for the plurality of autonomous guided vehicles to exit the simultaneous entry no-entry area based on the simultaneous entry no-entry area and traveling information of the plurality of autonomous guided vehicles;
The management and control device for an autonomous guided vehicle according to claim 1 . when the autonomous guided vehicle to which the entry permission has been given has left the simultaneous entry prohibited area, the travel instruction unit gives entry permission to the autonomous guided vehicle to which the stop instruction has been given.
The management and control device for an autonomous guided vehicle according to claim 1 . the travel instruction unit, when an autonomous guided vehicle other than the autonomous guided vehicle for which entry permission is given among the at least two or more autonomous guided vehicles is on the same travel route as the autonomous guided vehicle for which entry permission is given in the simultaneous entry no-entry area, gives entry permission to the autonomous guided vehicle other than the autonomous guided vehicle for which entry permission is given.
The management and control device for an autonomous guided vehicle according to claim 1 or 2. and an abnormality state determination unit that determines that an abnormality exists when the autonomous guided vehicle that has been granted entry permission is stopped for a first predetermined time period or when driving information of the autonomous guided vehicle that has been granted entry permission cannot be acquired for a second predetermined time period.
The management and control device for an autonomous guided vehicle according to any one of claims 1 to 4 . the travel instruction unit, when the abnormal state is resolved and there is an autonomous guided vehicle to which a stop instruction has been given in front of the simultaneous entry prohibited area, gives entry permission to the autonomous guided vehicle.
The management and control device for an autonomous guided vehicle according to claim 5 . A management and control system for autonomous guided vehicles having a plurality of autonomous guided vehicles traveling in a predetermined area and a management and control device that controls the plurality of autonomous guided vehicles,
Each of the plurality of autonomous guided vehicles includes:
A travel control unit that controls the travel of the autonomous guided vehicle;
a vehicle information acquisition unit that acquires driving information of the autonomous guided vehicle;
The management control device includes:
a simultaneous entry prohibited area setting unit that sets a simultaneous entry prohibited area within the predetermined area;
a travel information acquisition unit that acquires the travel information from the plurality of autonomous guided vehicles;
an entry period calculation unit that calculates an entry period of the plurality of autonomous guided vehicles into the simultaneous entry prohibited area based on the simultaneous entry prohibited area and traveling information of the plurality of autonomous guided vehicles;
a simultaneous entry determination unit that determines whether or not at least two or more of the plurality of autonomous guided vehicles are entering the simultaneous entry prohibited area simultaneously based on the entry period;
a travel instruction unit that, when it is determined that the autonomous guided vehicles are entering the simultaneous entry state, gives entry permission to an autonomous guided vehicle that is the earliest to exit the simultaneous entry prohibited area among the at least two or more autonomous guided vehicles, and gives an instruction to stop in front of the simultaneous entry prohibited area to autonomous guided vehicles other than the autonomous guided vehicle to which the entry permission is given ,
The autonomous guided vehicle that has been given the entry permission is driven by a travel control unit of the autonomous guided vehicle to travel into the simultaneous entry prohibited area.
Management control system for autonomous guided vehicles.

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