JP7815902B2 - Automated guided vehicles - Google Patents

Description

The present invention relates to an automated guided vehicle.

Automated guided vehicles (AGVs) and mobile robots are often used to transport goods in transport systems used in production lines, automated warehouses, and other applications. In recent years, low-floor AGVs (Automatic Guided Vehicles) are often used to transport goods by crawling under a trolley, or to install transfer units such as conveyors or robots on top of AGVs to transport and transfer cargo. To ensure safety while driving, these automated guided vehicles and mobile robots are equipped with detectors to detect obstacles and safety devices to detect contact. However, depending on the size of the items or cargo being transported by the automated guided vehicle, the trolleys or conveyors being transported by the AGV are often wider than the width of the vehicle itself. In such cases, the obstacle detection range is partially limited, making it impossible to properly detect obstacles, and there is a risk of damage to the surrounding area if the AGV comes into contact with nearby workers or obstacles outside the range of the safety devices.

To address these issues, for example, Patent Document 1 discloses an automated guided vehicle in which a movable part is installed on the carriage, which moves so that the carriage enters the obstacle detection range of the automated guided vehicle when it comes into contact with an obstacle.

However, the automated guided vehicle disclosed in Patent Document 1 requires that all carriages be equipped with moving parts, which increases costs.

The present invention was made in consideration of the above, and aims to provide an automated guided vehicle that can set its own obstacle detection range according to the cart it is transporting.

In order to solve the above-mentioned problems and achieve the object, the automated guided vehicle of the present invention is characterized by comprising a range sensor that is detachably connected to the guided vehicle and measures physical shape data of the surrounding area , and a control unit that estimates the type of guided vehicle that the vehicle is transporting based on the pre-stored positions of the legs of the guided vehicle, the general shape of the guided vehicle, and the positions of the legs of the guided vehicle detected by the range sensor, and sets the obstacle detection range of the range sensor based on the estimation result of the guided vehicle .

According to the present invention, the obstacle detection range of the robot can be set according to the cart it is transporting.

FIG. 1A is a front view showing a schematic configuration of an automatic guided vehicle according to an embodiment. FIG. 1B is a side view showing a schematic configuration of the automatic guided vehicle according to the embodiment. FIG. 2A is a front view showing a state in which the automated guided vehicle according to the embodiment is coupled to the transporting platform. FIG. 2B is a side view showing a state in which the automated guided vehicle according to the embodiment is coupled to the transporting platform. FIG. 3 is a hardware block diagram illustrating an example of a hardware configuration of the automated guided vehicle according to the embodiment. FIG. 4 is a functional block diagram illustrating an example of the functional configuration of the automatic guided vehicle according to the embodiment. FIG. 5 is a diagram illustrating the obstacle detection range of the range sensor. FIG. 6A is a diagram showing an example of a state in which a leg of a transporting vehicle is present within the obstacle detection range of the range sensor. FIG. 6B is a diagram showing an example of an output signal output by the range measurement sensor in the state of FIG. 6A. FIG. 7 is a diagram showing an example of the arrangement of the legs that is detected when the automated guided vehicle is coupled with the transporting platform. FIG. 8 is a diagram showing an example of an obstacle detection exclusion range set by the automated guided vehicle according to this embodiment in the state shown in FIG. FIG. 9 is a flowchart showing an example of the flow of an obstacle detection range setting process performed by an automated guided vehicle. FIG. 10A is a diagram illustrating an example of a movement state of an obstacle detection range and an obstacle detection exclusion range when an automated guided vehicle according to the embodiment moves forward. FIG. 10B is a diagram illustrating an example of a movement state of the obstacle detection range and the obstacle detection exclusion range when the automated guided vehicle according to the embodiment is turning.

Embodiments of the automated guided vehicle are described in detail below with reference to the accompanying drawings.

(General configuration of the automated guided vehicle)
1A and 1B, the schematic configuration of an automated guided vehicle 10 according to this embodiment will be described. Fig. 1A is a front view showing the schematic configuration of the automated guided vehicle according to this embodiment. Fig. 1B is a side view showing the schematic configuration of the automated guided vehicle according to this embodiment.

Figures 1A and 1B explain the general configuration of the automated guided vehicle 10 using three mutually perpendicular axial directions: the X-axis, Y-axis, and Z-axis. The X-axis is an axis that runs along the left-right direction of the automated guided vehicle 10. The Y-axis is an axis that runs along the front-to-back direction of the automated guided vehicle 10. Here, the negative Y-axis direction is the front of the automated guided vehicle 10, and the positive Y-axis direction is the back of the automated guided vehicle 10. The Z-axis is an axis that runs along the up-down direction of the automated guided vehicle 10.

The automated guided vehicle 10 comprises a main body 11, a moving unit 12, a lifting unit 13, and range sensors 14a and 14b.

The main body 11 constitutes the main body of the automated guided vehicle 10. The main body 11 is a support member that supports the other components. The main body 11 also houses a battery (not shown) that serves as the power source for the automated guided vehicle 10.

The moving unit 12 is provided below the main body 11 and supports the main body 11 so that it can move. Specifically, the moving unit 12 is composed of multiple tires. Of the multiple tires that make up the moving unit 12, for example, the center tire is a drive wheel. The drive wheel is driven by the rotational force of a motor built into the main body 11 and moves the automated guided vehicle 10 forward or backward. The drive wheel also adjusts its speed according to the rotational speed of the motor. Tires other than the drive wheels are non-drive wheels and rotate freely regardless of rotation direction. The moving unit 12 also controls the traveling direction of the automated guided vehicle 10, for example, by changing the rotation speed of the left and right drive wheels. Note that the moving unit 12 may also change the direction of the automated guided vehicle 10 on the spot by rotating the left and right drive wheels in opposite directions. Note that while Figures 1A and 1B show an example with six tires, the number of tires is not limited to six.

The lifting unit 13 is a component that can change its height in the Z-axis direction by moving up and down in response to commands from the main body unit 11. The lifting unit 13 connects with the transport vehicle 20 to be transported by rising in the positive direction of the Z-axis (see Figures 2A and 2B). The lifting unit 13 also disconnects from the connected transport vehicle 20 by descending in the negative direction of the Z-axis. Note that Figures 1A and 1B show the lifting unit 13 in a lowered state. In this way, the automated guided vehicle 10 and the transport vehicle 20 are detachably connected.

The range sensors 14a and 14b detect obstacles around the automated guided vehicle 10 and the legs 21 of the transport cart 20 that the automated guided vehicle 10 is transporting (see Figures 2A and 2B). The range sensors 14a and 14b are sensors with distance measurement capabilities, such as ultrasonic sensors, cameras, or LiDAR (Light Detection and Ranging). The range sensors 14a and 14b are sensors of the same type and specifications. The range sensor 14a is installed on the front side of the automated guided vehicle 10, facing forward (negative Y-axis direction). The range sensor 14b is installed on the rear side of the automated guided vehicle 10, facing backward (positive Y-axis direction). The detection ranges for the range sensors 14a and 14b to detect obstacles will be described later (see Figure 5).

(Automated transport vehicle transport status)
2A and 2B, a state in which the automated guided vehicle 10 according to this embodiment is transporting the transporting platform 20 will be described. Fig. 2A is a front view showing a state in which the automated guided vehicle according to this embodiment is coupled to the transporting platform. Fig. 2B is a side view showing a state in which the automated guided vehicle according to this embodiment is coupled to the transporting platform.

The transport cart 20 has legs 21, casters 22, and a shelf 23.

The legs 21 support the transport vehicle 20 and are the mounting locations for the casters 22. The transport vehicle 20 has multiple legs 21. Generally, four legs 21 are provided at the four corners of the transport vehicle 20. However, larger transport vehicle 20 may have more legs.

The casters 22 are wheels attached to the tips of the legs 21. The casters 22 are generally swivel-type, and move in a direction that corresponds to the direction of the force applied to the transport vehicle 20 when the transport vehicle 20 is moved manually after being removed from the automated transport vehicle 10.

The shelf section 23 stores items to be transported by the transport vehicle 20. Generally, the transport vehicle 20 has multiple shelf sections 23 arranged in the vertical direction. Alternatively, the shelf section 23 may have only one tier, with the items stored on the shelf section 23 stacked in multiple tiers.

After the automated guided vehicle 10 slides under the bottom of the transport platform 20, the lifting section 13 is raised, bringing the top surface of the lifting section 13 into contact with the bottom surface of the transport platform 20. Then, as the lifting section 13 continues to rise, the casters 22 lift off the ground, and the automated guided vehicle 10 and the transport platform 20 are connected.

(Automated guided vehicle hardware configuration)
The hardware configuration of the automated guided vehicle 10 will be described with reference to Fig. 3. Fig. 3 is a hardware block diagram showing an example of the hardware configuration of the automated guided vehicle according to the embodiment.

The automated guided vehicle 10 includes a control unit 31, a memory unit 35, a peripheral device controller 40, and various peripheral devices connected to the peripheral device controller 40. The control unit 31, the memory unit 35, and the peripheral device controller 40 are connected via an internal bus 50.

The automated guided vehicle 10 operates by receiving instructions such as the attachment point of the transport vehicle 20, the departure point of the transport vehicle 20, and the travel route from a server device (not shown in Figure 3), but a description of the configuration of the server device will be omitted.

The control unit 31 is responsible for various control operations of the automated guided vehicle 10. The control unit 31 includes a CPU (Central Processing Unit) 32, a ROM (Read Only Memory) 33, and a RAM (Random Access Memory) 34. The CPU 32 executes various programs to perform various control operations of the automated guided vehicle 10. The ROM 33 stores various data and other information required when the CPU 32 executes the various programs. The RAM 34 temporarily stores data and programs when the CPU 32 executes the various programs.

Note that part or all of the control unit 31 shown in Figure 3 may be implemented using dedicated hardware such as an ASIC (Application Specific Integrated Circuit).

The memory unit 35 is composed of non-volatile memory such as a hard disk drive (HDD) or flash memory, which retains stored information even when the power is turned off. The memory unit 35 stores a control program 36, bogie leg information 37, bogie outline information 38, map data 39, etc.

The control program 36 is a program for controlling the entire automated guided vehicle 10. The control program 36 may be provided as an installable or executable file recorded on a computer-readable recording medium such as a CD-ROM, flexible disk (FD), CD-R, or DVD (Digital Versatile Disk). The control program 36 may also be configured to be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. Furthermore, the control program 36 may also be configured to be provided or distributed via a network such as the Internet.

The carriage leg information 37 is a database that stores information related to the legs 21 of multiple transport carriages 20 connected to the automated guided vehicle 10. The carriage leg information 37 stores the number, layout, dimensions, etc. of the legs 21 of each of the multiple transport carriages 20 connected to the automated guided vehicle 10.

The carriage outline information 38 stores the outline information of each of the multiple transport carriages 20 connected to the automated transport vehicle 10.

Map data 39 is data that stores information such as the travel route, transport vehicle position, and transport vehicle departure position within the range in which the automated guided vehicle 10 travels. The control unit 31 detects the current position of the automated guided vehicle 10 by performing so-called map matching, which compares the detection results of the positioning sensor 43 (described below) with the map data 39. The control unit 31 also references the map data 39 to set the coupling location of the transport vehicle 20, the departure location of the transport vehicle 20, and so on.

The peripheral device controller 40 is connected to the lift actuator 41, the range sensors 14a and 14b, the wheel drive motor 42, and the positioning sensor 43, and controls the operation of these peripheral devices based on instructions from the control unit 31.

The lifting actuator 41 is an actuator such as a motor that moves the lifting unit 13 up and down.

As mentioned above, the range sensors 14a and 14b are sensors that detect obstacles around the automated guided vehicle 10 and the legs 21 of the transport cart 20 during transport.

The wheel drive motor 42 is, for example, an electric motor that supplies power to the drive wheels of the multiple wheels that make up the moving unit 12.

The positioning sensor 43 is a sensor for measuring the current position of the automated guided vehicle 10. The positioning sensor 43 is, for example, a GPS receiver that receives GPS signals to perform GPS positioning, or a receiver that receives beacon signals transmitted from a wireless LAN access point to perform Wi-Fi positioning.

In addition, although not shown in Figure 3, the automated guided vehicle 10 is equipped with a wireless communication unit for communicating with the server device described above.

(Automated guided vehicle functional configuration)
The functional configuration of the automated guided vehicle 10 will be described with reference to Fig. 4. Fig. 4 is a functional block diagram showing an example of the functional configuration of the automated guided vehicle according to the embodiment.

The control unit 31 of the automated guided vehicle 10 deploys the control program 36 in the RAM 34 and runs it, thereby realizing the following functional units: a carriage leg detection unit 61, a detection exclusion range calculation unit 62, a carriage estimation unit 63, an obstacle detection range setting unit 64, a movement control unit 65, a self-position detection unit 66, and an elevation control unit 67, all of which are shown in FIG. 4.

The carriage leg detection unit 61 detects the legs 21 of the carriage 20 based on the output of the range sensors 14a and 14b when the automated guided vehicle 10 is coupled to the carriage 20 or while the carriage 20 is being coupled.

Based on the detection results of the carriage leg detection unit 61, the detection exclusion range calculation unit 62 calculates an obstacle detection exclusion range in which obstacle detection is not possible due to the blind spot of the legs 21 of the transport carriage 20 when the range measurement sensors 14a, 14b perform obstacle detection.

When there are multiple types of transport vehicle 20, the vehicle estimation unit 63 estimates the type of transport vehicle 20 connected to it based on the position of the legs 21 of the transport vehicle 20 detected by the vehicle leg detection unit 61 and the vehicle leg information 37 and vehicle outline information 38 stored in the memory unit 35.

In addition, an RFID (Radio Frequency Identifier) tag with registered information indicating the type of transport vehicle 20 may be attached to the transport vehicle 20 in advance, and the transport vehicle estimation unit 63 may estimate the type of transport vehicle 20 connected to it by reading the information from the RFID tag when the automated transport vehicle 10 connects the transport vehicle 20 to it or while the transport vehicle 20 is being connected to it.

The obstacle detection range setting unit 64 sets the obstacle detection range of the automated guided vehicle 10 based on the obstacle detection exclusion range calculated by the detection exclusion range calculation unit 62 and the type of transport vehicle 20 estimated by the transport vehicle estimation unit 63.

The movement control unit 65 moves the automated guided vehicle 10 toward the destination.

The self-position detection unit 66 detects the current position of the automated guided vehicle 10 by comparing the measurement results of the positioning sensor 43 with the map data 39.

The lift control unit 67 controls the lift actuator 41 to move the lift unit 13 up and down. More specifically, the lift control unit 67 raises the lift unit 13 when the automated guided vehicle 10 couples the transport cart 20. The lift control unit 67 also lowers the lift unit 13 when the automated guided vehicle 10 detaches the transport cart 20.

(Detection of legs of automated guided vehicles using range sensors)
5, 6A, and 6B, the manner in which the range sensors 14a and 14b of the automated guided vehicle 10 detect the legs 21 of the automated guided vehicle 10 will be described. FIG. 5 is a diagram illustrating the obstacle detection range of the range sensor. FIG. 6A is a diagram showing an example of a state in which the legs of a transport vehicle are present within the obstacle detection range of the range sensor. FIG. 6B is a diagram showing an example of an output signal output by the range sensor in the state of FIG. 6A.

As shown in FIG. 5, range sensors 14a and 14b each have an obstacle detection range with a horizontal angle of approximately 270°. That is, range sensor 14a has an obstacle detection range 15a that includes the front and left and right directions of the automated guided vehicle 10, and range sensor 14b has an obstacle detection range 15b that includes the back and left and right directions of the automated guided vehicle 10.

When the automated guided vehicle 10 is coupled to the transport platform 20, or while the transport platform 20 is being coupled, the legs 21 of the transport platform 20 enter the obstacle detection range of the range sensor 14a. When the range sensor 14a of the automated guided vehicle 10 is viewed from directly above, the range sensor 14b and the legs 21a, 21b of the transport platform 20 are in the positional relationship shown in Figure 6A.

In the example of FIG. 6A, leg 21a of transporting vehicle 20 is located at a distance d1 from range sensor 14a, and leg 21b of transporting vehicle 20 is located at a distance d2 from range sensor 14a. Furthermore, leg 21a of transporting vehicle 20 exists within obstacle detection range 15a of range sensor 14a, with azimuth angle θ ranging from θ=θ1 to θ=θ2. Furthermore, leg 21b of transporting vehicle 20 exists within obstacle detection range 15a of range sensor 14a, with azimuth angle θ ranging from θ=θ3 to θ=θ4.

When in the state shown in Figure 6A, the range sensor 14a outputs a value corresponding to the distance D from the range sensor 14a to the leg 21, as shown in Figure 6B, for example. That is, the range sensor 14a outputs a signal corresponding to the distance d1 when the azimuth angle θ is in the range from θ = θ1 to θ = θ2. Also, when the azimuth angle θ is in the range from θ = θ3 to θ = θ4, it outputs a signal corresponding to the distance d2.

The cart leg detection unit 61 acquires the output of the range measurement sensors 14a and 14b multiple times when the lift control unit 67 of the automated guided vehicle 10 raises the lift unit 13 to couple the transport cart 20, or while the transport cart 20 is being coupled. At this time, the lift unit 13 moves the transport cart 20 along the Z axis, so the position of the legs 21 of the transport cart 20 in the XY plane does not change during lifting. That is, the output signals of the range measurement sensors 14a and 14b corresponding to the legs 21 of the transport cart 20 do not change. Therefore, the range measurement sensor 14a continues to output the output signal shown in FIG. 6B while the lift unit 13 is raised. The cart leg detection unit 61 acquires the output signals of the range measurement sensors 14a and 14b multiple times at different times and identifies the output signals that do not change over time from the acquired output signals, thereby identifying the output signals corresponding to the legs 21 of the transport cart 20.

(Setting the obstacle detection exclusion range)
A method for the automated guided vehicle 10 to exclude an area related to the legs 21 of the transporting platform 20 from the obstacle detection range will be described using Figures 7 and 8. Figure 7 is a diagram showing an example of the arrangement of the legs that are detected when the automated guided vehicle is coupled to the transporting platform. Figure 8 is a diagram showing an example of an obstacle detection exclusion range that is set by the automated guided vehicle according to this embodiment in the state shown in Figure 7.

As shown in Figure 7, the carriage leg detection unit 61 of the automated guided vehicle 10 uses the range sensors 14a and 14b to calculate the distance and angle to all legs 21 of the transport carriage 20, as described in Figure 6. This allows the automated guided vehicle 10 to determine the arrangement of the legs 21 of the transport carriage 20, i.e., the number of legs 21, the positional relationship between adjacent legs 21, the dimensions of the installation positions of the legs 21, etc.

Then, the detection exclusion range calculation unit 62 of the automated guided vehicle 10 calculates the range in which the legs 21a, 21b, 21c, and 21d of the transport vehicle 20 are visible from the range measurement sensors 14a and 14b as the obstacle detection exclusion range, as shown in FIG. 8.

More specifically, the detection exclusion range calculation unit 62 calculates the area described by a half-line extending from the positions of the range sensors 14a and 14b toward the range of azimuth angle θ of the legs 21 of the transport vehicle 20 detected by the vehicle leg detection unit 61 as the obstacle detection exclusion range. Therefore, in the example of Figure 8, obstacle detection exclusion ranges 30a, 30b, 30c, and 30d are calculated. For example, obstacle detection exclusion range 30a is the area in which the obstacle detection range of the range sensor 14a is blocked by the legs 21a of the transport vehicle 20.

In Figure 8, the overlapping area between the area drawn by the half-lines from the positions of the range sensors 14a and 14b toward the legs 21 of the transport cart 20 and the automated transport vehicle 10 is excluded from the obstacle detection exclusion range. However, since it is unlikely that an obstacle exists in this overlapping area, the overlapping area may also be included in the obstacle detection exclusion range.

In this way, the area obtained by excluding the obstacle detection exclusion ranges 30a and 30b from the obstacle detection range 15a of the range sensor 14a becomes the obstacle detection range of the range sensor 14a. Furthermore, the area obtained by excluding the obstacle detection exclusion ranges 30c and 30d from the obstacle detection range 15b of the range sensor 14b becomes the obstacle detection range of the range sensor 14b.

(Flow of obstacle detection range setting process)
The flow of the obstacle detection range setting process performed by the automated guided vehicle 10 will be described with reference to Fig. 9. Fig. 9 is a flowchart showing an example of the flow of the obstacle detection range setting process performed by the automated guided vehicle.

The movement control unit 65, for example, receives instructions from a server device not shown in FIG. 3 and causes the automated guided vehicle 10 to travel to the connecting point of the transport platform 20 (step S11). The automated guided vehicle 10 moves to the connecting point of the transport platform 20 while determining its own current position by comparing the current position measured by the positioning sensor 43 with the map data 39.

When the automated guided vehicle 10 arrives at the connection point of the transport vehicle 20, the lift control unit 67 raises the lift unit 13 to connect the automated guided vehicle 10 and the transport vehicle 20 (step S12).

The carriage leg detection unit 61 acquires the output signals from the range sensors 14a and 14b and detects the legs 21 of the transport carriage 20 (step S13).

The carriage leg detection unit 61 determines whether the legs 21 of the transport carriage 20 have been detected in the expected positions (step S14). If it is determined that the legs 21 of the transport carriage 20 have been detected in the expected positions (step S14: Yes), the process proceeds to step S15. On the other hand, if it is not determined that the legs 21 of the transport carriage 20 have been detected in the expected positions (step S14: No), the process proceeds to step S18. Note that the detected positions of the legs 21 are not in the expected positions when, for example, the coupled posture of the transport carriage 20 is extremely oblique with respect to the fore-and-aft direction of the automated transport vehicle 10, or when the legs 21 of the transport carriage 20 significantly protrude beyond the automated transport vehicle 10.

If it is determined in step S14 that the leg 21 of the transport vehicle 20 has been detected in the expected position, the detection exclusion range calculation unit 62 calculates the obstacle detection exclusion range (step S15).

When there are multiple types of transport vehicle 20, the vehicle estimation unit 63 estimates the type of transport vehicle 20 based on the detection results of the legs 21, the vehicle leg information 37, and the vehicle outline information 38 (step S16).

The obstacle detection range setting unit 64 sets the obstacle detection range of the range sensors 14a, 14b based on the vehicle outline information 38 of the transport vehicle 20 estimated in step S16 and the obstacle detection exclusion range calculated in step S15 (step S17). The automated transport vehicle 10 then terminates the processing of FIG. 9.

Returning to step S14, if it is not determined in step S14 that the leg 21 of the transport vehicle 20 has been detected in the expected position, the transport vehicle leg detection unit 61 notifies an error using a lamp, buzzer, or the like (not shown in FIG. 3) (step S18). The transport vehicle leg detection unit 61 may also notify a server device (not shown in FIG. 3) that an error has occurred. Thereafter, the automated transport vehicle 10 ends the processing of FIG. 9.

(Movement of obstacle detection exclusion range)
10A and 10B , the movement of the obstacle detection range and the obstacle detection exclusion range associated with the movement of the automated guided vehicle 10 will be described. Fig. 10A is a diagram showing an example of the movement state of the obstacle detection range and the obstacle detection exclusion range when the automated guided vehicle according to the embodiment moves forward. Fig. 10B is a diagram showing an example of the movement state of the obstacle detection range and the obstacle detection exclusion range when the automated guided vehicle according to the embodiment turns.

The solid lines in Figure 10A indicate the automated guided vehicle 10, its obstacle detection ranges 15a, 15b, and its obstacle detection exclusion ranges 30a, 30b, 30c, and 30d. The dotted lines in Figure 10A indicate the immediately preceding obstacle detection ranges 15ap, 15bp, and its obstacle detection exclusion ranges 30ap, 30bp, 30cp, and 30dp.

In Figure 10A, the automated guided vehicle 10 is moving forward in the direction of arrow A. At this time, even if the legs 21ap, 21bp, 21cp, and 21dp of the transport vehicle 20 limit the obstacle detection range a moment ago, the limited obstacle detection range will be included in the obstacle detection range of the automated guided vehicle 10 after it has moved a moment later, eliminating blind spots in the obstacle detection range. In this way, even if the obstacle detection range is limited, the risk of contact between the automated guided vehicle 10 and an obstacle can be reduced.

The solid lines in Figure 10B indicate the automated guided vehicle 10, its obstacle detection ranges 15a, 15b, and its obstacle detection exclusion ranges 30a, 30b, 30c, and 30d. The dotted lines in Figure 10B indicate the immediately preceding obstacle detection ranges 15ap, 15bp, and its obstacle detection exclusion ranges 30ap, 30bp, 30cp, and 30dp.

In Figure 10B, the automated guided vehicle 10 is turning in the direction of arrow A. At this time, even if the legs 21ap, 21bp, 21cp, and 21dp of the transport vehicle 20 limit the obstacle detection range a moment ago, the limited obstacle detection range will be included in the obstacle detection range of the automated guided vehicle 10 after it has moved a moment later, eliminating blind spots in the obstacle detection range. In this way, even if the obstacle detection range is limited, the risk of contact between the automated guided vehicle 10 and an obstacle can be reduced.

(Effects of the embodiment)
As described above, the automated guided vehicle 10 according to this embodiment includes the range sensors 14a and 14b that are detachably coupled to the transporting platform 20 and detect obstacles around the vehicle, and the control unit 31 that can change the obstacle detection ranges of the range sensors 14a and 14b based on the detection results of the range sensors 14a and 14b. Therefore, the automated guided vehicle 10 can set its own obstacle detection range depending on the platform it is transporting.

The automated guided vehicle 10 according to this embodiment also includes a lifting unit 13 that slides under the bottom of the transporting cart 20 and lifts the transporting cart 20. Therefore, when the lifting unit 13 is raised to connect the transporting cart 20, the range sensors 14a and 14b detect the position of the legs 21 of the transporting cart 20, making it possible to easily and reliably detect the position of the legs 21 of the transporting cart 20.

In addition, in the automated guided vehicle 10 according to this embodiment, the control unit 31 estimates the type of transport vehicle 20 being transported by the vehicle itself based on the pre-stored positions of the legs of the transport vehicle 20, the general shape of the transport vehicle, and the positions of the legs 21 of the transport vehicle 20 detected by the range sensors 14a and 14b, and sets the obstacle detection ranges of the range sensors 14a and 14b based on the estimation results of the transport vehicle 20. Therefore, the automated guided vehicle 10 itself can set its own obstacle detection range according to the type of transport vehicle 20 it is transporting.

The above describes an embodiment of the present invention, but the above-described embodiment is presented as an example and is not intended to limit the scope of the present invention. This novel embodiment can be embodied in a variety of other forms. Furthermore, various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. Furthermore, this embodiment is included within the scope and spirit of the invention, as well as the invention and its equivalents set forth in the claims.

REFERENCE SIGNS LIST 10 Automatic guided vehicle 11 Main body 12 Moving unit 13 Lifting unit 14a, 14b Range measurement sensor 15a, 15b Obstacle detection range 20 Transporting platform 21, 21a, 21b, 21c, 21d Legs 30a, 30b, 30c, 30d Obstacle detection exclusion range 31 Control unit 37 Platform leg information 38 Platform outline information 61 Platform leg detection unit 62 Detection exclusion range calculation unit 63 Platform estimation unit 64 Obstacle detection range setting unit 65 Movement control unit 66 Self-position detection unit 67 Lifting control unit D Distance θ Azimuth angle

Japanese Patent Application Laid-Open No. 2019-133404

Claims (2)

a range sensor detachably connected to the transporting vehicle and detecting obstacles around the transporting vehicle; and a control unit that estimates the type of transporting vehicle being transported by the transporting vehicle based on pre-stored positions of legs of the transporting vehicle, the general shape of the transporting vehicle, and the positions of the legs of the transporting vehicle detected by the range sensor, and sets an obstacle detection range of the range sensor based on the estimation result of the transporting vehicle .
Automated guided vehicle. Further provided is a lifting unit that moves under the bottom of the transporting platform and lifts the transporting platform.
The automated guided vehicle according to claim 1 .