JPH11285109A - Automatic guided vehicle and its charging control method - Google Patents

Automatic guided vehicle and its charging control method

Info

Publication number
JPH11285109A
JPH11285109A JP10083079A JP8307998A JPH11285109A JP H11285109 A JPH11285109 A JP H11285109A JP 10083079 A JP10083079 A JP 10083079A JP 8307998 A JP8307998 A JP 8307998A JP H11285109 A JPH11285109 A JP H11285109A
Authority
JP
Japan
Prior art keywords
guided vehicle
automatic guided
battery
charging
vehicles
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP10083079A
Other languages
Japanese (ja)
Inventor
Takeshi Kakebe
健 掛部
Masami Ichikawa
正見 市川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sharp Corp
Original Assignee
Sharp Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sharp Corp filed Critical Sharp Corp
Priority to JP10083079A priority Critical patent/JPH11285109A/en
Publication of JPH11285109A publication Critical patent/JPH11285109A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/68—Traffic data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/70—Interactions with external data bases, e.g. traffic centres
    • B60L2240/72—Charging station selection relying on external data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/32—Auto pilot mode
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide an automatic guided vehicle and its charging control method, whereby the recovery work of an automatic guided vehicle having its completely discharged battery is automatically performed to resolve and prevent traffic snarl and reduce the charging time or the charging frequency of the battery. SOLUTION: In an automatic guided vehicle operation using a battery 11 as the power source and the charging control method, communicating by a communication means 4 to an automatic guided vehicle 1 in the state of its being stopped, and computing battery information and/or navigation information, etc., its own informations are compared by a control means 5 with the informations received of other automatic guided vehicles to determine the automatic guided vehicles which receive or perform respectively the chargings of their batteries, and if necessary, to determine the automatic guided vehicles which receive or perform no charging. Thereafter, connecting itself by connection means 2 with other automatic vehicles or with connectable apparatuses, the connecting states of its mounted battery 11 with the connection means 2 are changed over into each other by a switching means 3 to perform the mutual chargings of batteries between it and other automatic guided vehicles.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、バッテリを動力源
として稼動する無人搬送車及びその充電制御方法に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic guided vehicle that operates using a battery as a power source and a charge control method for the vehicle.

【０００２】[0002]

【従来の技術】従来のバッテリを動力源として稼動する
無人搬送車の充電制御方法は以下のように行っていた。2. Description of the Related Art A conventional charge control method for an automatic guided vehicle that operates using a battery as a power source has been performed as follows.

【０００３】無人搬送車は充電の必要が生じたときや、
搬送要求が無い場合に充電ステーションを目的地として
移動し、充電ステーションでは充電手段により無人搬送
車と充電ステーションとを電気的に接続しバッテリを充
電する。充電が完了した後、搬送要求があれば搬送すべ
き搬送物がある地点に向かって移動を開始する。搬送要
求が無い場合は搬送要求が出るまでその場所で待機する
か、もしくは次の充電ステーションを目的地として移動
を開始する。[0003] Automatic guided vehicles need to be recharged,
When there is no transfer request, the vehicle moves to the charging station as the destination, and the charging station electrically connects the automatic guided vehicle and the charging station by the charging means to charge the battery. After the charging is completed, if there is a transport request, the transport starts to a point where there is a transported object to be transported. If there is no transfer request, either wait at that location until a transfer request is issued, or start moving with the next charging station as the destination.

【０００４】ここで、バッテリを原因とする走行経路上
での停止があり、これは、充電してからの経過時間が規
定の時間より長くなった場合や、バッテリの残り容量が
不足した場合に走行を中止し停止するものである。復旧
作業は、停止に気がついた作業者が、他の無人搬送車の
走行を妨害しない地点に無人搬送車を移動し、バッテリ
の交換又はバッテリの充電を行ったのち、無人搬送車を
走行経路に移動することで行っていた。[0004] Here, there is a stop on the traveling route due to the battery, which is caused when the elapsed time after charging is longer than a specified time or when the remaining capacity of the battery is insufficient. It stops running and stops. In the recovery work, the worker who notices the stop moves the automatic guided vehicle to a point that does not interfere with the traveling of other automatic guided vehicles, replaces the battery or charges the battery, and then moves the automatic guided vehicle to the travel route. I was going by moving.

【０００５】また、無人搬送車への充電方法として、実
開昭６２−１４５４０１号公報に示されるように、無人
搬送車に充電専用台車を連結してバッテリの充電を行
い、充電作業中に無人搬送車のワーク搬送を可能にする
従来技術がある。[0005] As a method for charging an unmanned transport vehicle, as shown in Japanese Utility Model Application Laid-open No. Sho 62-145401, an unmanned transport vehicle is connected to a charging trolley to charge a battery. 2. Description of the Related Art There is a conventional technique that enables a carrier to transport a work.

【０００６】[0006]

【発明が解決しようとする課題】しかしながら、上記従
来例では、復旧作業に作業者が必要なことから、復旧作
業を開始するまでに、作業者が無人搬送車の停止に気が
つく時間と、作業者が停止した場所に移動するための時
間が必要になる。また、無人搬送車をクリーンルームで
使用する場合は、作業者の介入によりクリーン度が下が
る。However, in the above-mentioned conventional example, since a worker is required for the recovery work, the time required for the worker to notice the stop of the automatic guided vehicle before the recovery work is started, Need time to move to where it stopped. Further, when the automatic guided vehicle is used in a clean room, the degree of cleanness is reduced by the intervention of an operator.

【０００７】さらに、走行経路上に停止した無人搬送車
があると他の無人搬送車の走行を妨害し、渋滞の発生を
招く。そして、渋滞に巻き込まれた無人搬送車はバッテ
リの電力を無駄に消費し、その結果バッテリ切れによる
停止や充電時間又は充電回数の増加につながる。Further, if there is an unmanned guided vehicle stopped on the traveling route, the traveling of other unmanned guided vehicles is obstructed, and congestion occurs. Then, the automatic guided vehicle caught in traffic congestion wastes the power of the battery, and as a result, stops due to running out of the battery and increases the charging time or the number of times of charging.

【０００８】また、複数の無人搬送車が同一の充電ステ
ーションを目的地とした場合、先に到着した無人搬送車
が充電を完了して充電ステーションを離れるまで、他の
無人搬送車は充電することができなかった。また、無人
搬送車に充電専用台車を連結しても、該充電専用台車か
ら複数の無人搬送車へ充電することができず、さらに、
充電専用台車自体は自動で移動しないため、バッテリ切
れの復旧作業を自動で行うことはできない。In the case where a plurality of AGVs have the same charging station as their destination, the other AGVs must be charged until the AGV that has arrived first finishes charging and leaves the charging station. Could not. In addition, even if a truck dedicated to charging is connected to the automatic guided vehicle, charging from the dedicated truck to a plurality of automatic guided vehicles cannot be performed.
Since the charging trolley itself does not move automatically, it is not possible to automatically perform the operation of restoring the dead battery.

【０００９】本発明の目的はバッテリ切れによる無人搬
送車の復旧作業を自動で行い、渋滞の解消・防止と充電
時間又は充電回数の減少を図る無人搬送車及びその充電
制御方法を提供することである。SUMMARY OF THE INVENTION It is an object of the present invention to provide an automatic guided vehicle which automatically performs a recovery operation of the automatic guided vehicle due to battery exhaustion, eliminates / prevents congestion, and reduces a charging time or the number of times of charging, and a charging control method thereof. is there.

【００１０】[0010]

【課題を解決するための手段】上記の問題を解決するた
めに、本発明の請求項１記載の発明は、バッテリを動力
源として稼動する無人搬送車であって、搭載するバッテ
リと他の無人搬送車が搭載するバッテリ間とを接続する
ための接続手段と、前記接続装置とバッテリとの接続状
態を切換えるスイッチ手段とを有することを特徴として
いる。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, an invention according to claim 1 of the present invention is an automatic guided vehicle operated by using a battery as a power source. It is characterized by having connection means for connecting between batteries mounted on the carrier, and switch means for switching a connection state between the connection device and the battery.

【００１１】また、本発明の請求項２記載の発明は、請
求項１において、少なくとも他の無人搬送車と送受信で
きる通信手段を有することを特徴としている。Further, the invention according to claim 2 of the present invention is characterized in that, in claim 1, there is provided communication means capable of transmitting and receiving at least to and from another automatic guided vehicle.

【００１２】また、本発明の請求項３記載の発明は、請
求項１又は２において、自らのバッテリ情報あるいは／
及びナビゲーション情報等を記憶し、必要に応じて更新
記憶し、他の無人搬送車に関する該情報とを比較するこ
とにより充電を行うか否かの判断を行う制御手段を有す
ることを特徴としている。According to a third aspect of the present invention, in the first or second aspect, the battery information or / and / or its own battery information is stored.
And control information for storing the navigation information and the like, updating and storing the information as necessary, and comparing the information with other automatic guided vehicles to determine whether or not to perform charging.

【００１３】また、本発明の請求項４記載の発明は、請
求項１から３いずれかにおいて、上記制御手段は、自ら
の情報と受信した他の無人搬送車の情報を基に、さらに
必要に応じて充電を受けることがなく、かつ充電を行う
ことがない無人搬送車を決定し、該無人搬送車に対して
は他の無人搬送車と上記接続手段により接続すると共
に、該無人搬送車のスイッチ手段は接続装置とバッテリ
とを切り離すような制御を行う制御手段を有することを
特徴としている。According to a fourth aspect of the present invention, in any one of the first to third aspects of the present invention, the control means is further required based on its own information and the information of the other automatic guided vehicle received. Accordingly, an unmanned guided vehicle that does not receive charging and does not perform charging is determined, and the unmanned guided vehicle is connected to another unmanned guided vehicle by the connection unit, and the unmanned guided vehicle is connected to the unmanned guided vehicle. The switch means has a control means for performing control for disconnecting the connection device from the battery.

【００１４】また、本発明の請求項５記載の発明は、請
求項３又は４において、上記制御手段は、各無人搬送車
毎に設定された優先順位を加味して、上記制御を行うこ
とを特徴としている。According to a fifth aspect of the present invention, in the third or fourth aspect, the control means performs the control in consideration of a priority set for each automatic guided vehicle. Features.

【００１５】また、本発明の請求項６記載の発明は、請
求項１から５いずれかにおいて、自給用バッテリ以外
に、電力供給を主目的とする専用バッテリをさらに搭載
することを特徴としている。According to a sixth aspect of the present invention, in any one of the first to fifth aspects, in addition to the self-sufficient battery, a dedicated battery mainly for supplying power is further mounted.

【００１６】また、本発明の請求項７記載の発明は、バ
ッテリを動力源として稼動する無人搬送車の充電制御方
法において、少なくとも２台以上接続した状態で、無人
搬送車相互での充電を行うことを特徴としている。According to a seventh aspect of the present invention, in the charging control method for an automatic guided vehicle operating by using a battery as a power source, the automatic guided vehicles are charged with at least two or more connected. It is characterized by:

【００１７】また、本発明の請求項８記載の発明は、複
数接続された無人搬送車のうち少なくとも１台に対して
充電ステーションが接続された状態で、前記充電ステー
ションから前記無人搬送車に対して充電を行うことを特
徴としている。The invention according to claim 8 of the present invention is characterized in that, in a state where a charging station is connected to at least one of the plurality of unmanned guided vehicles, the charging station is connected to the unmanned guided vehicle. It is characterized by charging.

【００１８】また、本発明の請求項９記載の発明は、請
求項７又は８において、中間に接続された無人搬送車に
対し、そのうちの少なくとも１台以上は電気的伝達体と
することを特徴としている。According to a ninth aspect of the present invention, in accordance with the seventh or eighth aspect, at least one or more of the automatic guided vehicles connected to the intermediate portion are provided with an electric communicator. And

【００１９】また、本発明の請求項１０記載の発明は、
請求項７から９いずれかにおいて、他の無人搬送車への
電力供給を目的とする充電専用の無人搬送車を有するこ
とを特徴としている。The invention according to claim 10 of the present invention provides:
In any one of the seventh to ninth aspects, an automatic guided vehicle for charging is provided for the purpose of supplying power to another automatic guided vehicle.

【００２０】[0020]

【発明の実施の形態】（実施例１）以下、本発明の一実
施例を図面に基づいて説明する。(Embodiment 1) An embodiment of the present invention will be described below with reference to the drawings.

【００２１】図５は本発明による無人搬送車１の概略構
成図を示したものである。該無人搬送車１はバッテリ１
１を動力源として駆動され、他の無人搬送車との電力の
授受を可能とするために接続手段２が前方及び後方に設
置されている。また、バッテリ１１と該接続手段２との
間には、スイッチ手段３が配置され、バッテリ−接続手
段間の接続状態を制御する。また、９はワーク、４は通
信手段、５は制御手段、１２は負荷である。FIG. 5 is a schematic structural view of the automatic guided vehicle 1 according to the present invention. The automatic guided vehicle 1 has a battery 1
The connection means 2 is installed at the front and rear so as to be driven by the power source 1 and to be able to exchange power with other automatic guided vehicles. Further, a switch means 3 is arranged between the battery 11 and the connection means 2 to control a connection state between the battery and the connection means. 9 is a work, 4 is a communication means, 5 is a control means, and 12 is a load.

【００２２】図１は、上記図５に図示の２台の無人搬送
車１ａ、１ｂが接続された状態を示している。FIG. 1 shows a state in which the two automatic guided vehicles 1a and 1b shown in FIG. 5 are connected.

【００２３】本発明の最小限の実施のためには、図５に
図示の通信手段４、制御手段５、第２のバッテリ１７は
必ずしも必要ではないため、通信手段４、制御手段５、
第２のバッテリ１７を用いることの実施例は後に説明す
る。The communication means 4, the control means 5, and the second battery 17 shown in FIG. 5 are not necessarily required for the minimum implementation of the present invention.
An embodiment using the second battery 17 will be described later.

【００２４】また、上記接続手段２は、他の無人搬送車
間での電力の供・受給を行うためのものであるが、従来
からの充電ステーション間での電力の供・受給を行うた
めの接続手段（図示せず）と共有する形態であってもよ
い。また、図においては２つ有しているが少なくとも１
つあれば本発明の主旨は達成され得る。しかしながら、
該接続手段２が無人搬送車の前方あるいは後方のどちら
か一方にしかない場合には、それに接続しようとする無
人搬送車の接続手段２の位置が制約されるので、場合に
よっては接続不能となる場合が発生する。たとえば、後
方に１つだけ接続手段を有する無人搬送車がバッテリ切
れにより停止している場合、該無人搬送車の後方から搬
送してきた無人搬送車が、前方に１つだけ接続手段を有
する場合であれば接続を行うことができるが、後方に１
つだけ接続手段を有する場合である時は接続を行うこと
ができない。また、この場合、接続手段を前方及び後方
に１つだけ有する２種類の無人搬送車が必要となる。こ
れに対し、前方及び後方に１つづつの接続手段を有する
ものであれば、上記制約がなくなり本発明はより効果的
に実施することができる。The connection means 2 is for supplying and receiving power between other automatic guided vehicles, but is a conventional connection for supplying and receiving power between charging stations. It may be a form shared with a means (not shown). In the figure, two are provided, but at least one is provided.
If so, the gist of the present invention can be achieved. However,
When the connecting means 2 is located only at one of the front and rear sides of the automatic guided vehicle, the position of the connecting means 2 of the automatic guided vehicle to be connected to the automatic guided vehicle is restricted. Occurs. For example, when an automatic guided vehicle having only one connection means at the rear is stopped by running out of battery, an automatic guided vehicle transported from behind the automatic guided vehicle has only one connection means at the front. Connection can be made, but one
When there is only one connecting means, connection cannot be made. Further, in this case, two types of automatic guided vehicles having only one connecting means at the front and rear are required. On the other hand, if there is one connecting means at the front and at the rear, the above-mentioned restriction is eliminated and the present invention can be implemented more effectively.

【００２５】さらに、無人搬送車が搬送する搬送エリア
が単線路ではなく複線路の場合には、前方及び後方に２
つ以上の接続手段を有するものであってもよいし、ま
た、前方及び後方に１つづつの接続手段を有しかつ左右
に１つづつの接続手段を有するものであってもよい。こ
れにより、前後からだけでなく他の線路上で停止してい
る無人搬送車に対しても、接続が可能となり、したがっ
て、バッテリの充電を行うことが可能となる。Further, when the conveyance area where the automatic guided vehicle conveys is not a single track but a double track, two areas are provided in front and rear.
It may have one or more connecting means, or it may have one connecting means at the front and rear and one connecting means at the left and right. As a result, connection can be made not only to the front and rear but also to the automatic guided vehicle stopped on another track, and therefore, the battery can be charged.

【００２６】次に、各部の動作、全体の処理の流れにつ
いて説明する。Next, the operation of each unit and the flow of the entire process will be described.

【００２７】通常の走行中は、スイッチ手段３を開放し
て搭載するバッテリ１１と接続手段２とを切離すことに
より、接続手段２への接触による感電を防ぐようにして
いる。During normal running, the switch means 3 is opened to disconnect the mounted battery 11 from the connecting means 2 so as to prevent electric shock due to contact with the connecting means 2.

【００２８】走行中に他の無人搬送車１ａが前方に停止
していた場合、図示しない障害物センサ等により停止中
の無人搬送車１ａの存在を感知し、無人搬送車１ｂは減
速し停止する。If another automatic guided vehicle 1a is stopped forward while traveling, the presence of the stopped automatic guided vehicle 1a is detected by an obstacle sensor (not shown) or the like, and the automatic guided vehicle 1b decelerates and stops. .

【００２９】障害物センサとしては、少なくとも測定エ
リア内に存在する障害物を検知できればよく、したがっ
て、超音波センサ、赤外線センサ、ＬＥＤ等の電磁波発
生手段と該電磁波の反射を検出する電磁波検出手段とか
らなる反射型センサが好適に用いられる。The obstacle sensor only needs to be able to detect at least an obstacle present in the measurement area. Therefore, an electromagnetic wave generating means such as an ultrasonic sensor, an infrared sensor, and an LED and an electromagnetic wave detecting means for detecting reflection of the electromagnetic wave are provided. Is preferably used.

【００３０】停止中の無人搬送車１ａが一定時間を経過
しても走行しない場合に、該無人搬送車１ｂは“停止中
の無人搬送車１ａがバッテリ切れである”と判断し、徐
行して接続手段２による機械的接続を行う。次に、図１
に示したように、各無人搬送車１ａ、１ｂはそれぞれの
スイッチ手段３、３を短絡することにより各バッテリ間
１１，１１の電気的接続を行い、充電が開始される。If the stopped automatic guided vehicle 1a does not travel after a certain period of time, the automatic guided vehicle 1b determines that "the stopped automatic guided vehicle 1a has run out of battery" and moves slowly. The mechanical connection by the connecting means 2 is performed. Next, FIG.
As shown in (1), each of the automatic guided vehicles 1a and 1b short-circuits the respective switch means 3 and 3 to electrically connect the respective batteries 11 and 11 to start charging.

【００３１】充電が完了、あるいは規定値以上となった
時点で、接続が解除され、スイッチ手段３が解放状態と
なる。これにより、バッテリ１１は負荷１２とのみ接続
されることとなり、走行が可能となる。その後、各無人
搬送車１ａ及び１ｂは各目的地に向かって走行を開始す
る。When the charging is completed or when the charge exceeds the specified value, the connection is released and the switch means 3 is released. As a result, the battery 11 is connected only to the load 12, and the vehicle can travel. Thereafter, each of the automatic guided vehicles 1a and 1b starts traveling toward each destination.

【００３２】以上の説明では、バッテリ切れである無人
搬送車の存在を障害物検知としての反射型センサを利用
し、また、動かないことを検知することで一方的に判断
していた。したがって、バッテリ切れでないにもかかわ
らず停止している場合、たとえば、交差点において、他
の無人搬送車の通過のために待機している場合等であっ
て、その停止時間が規定値よりも長い場合、誤った判断
を下す恐れがある。In the above description, the presence of an unmanned guided vehicle with a dead battery is unilaterally determined by using a reflection type sensor for detecting an obstacle and detecting that it does not move. Therefore, when the vehicle is stopped even though the battery is not exhausted, for example, when the vehicle is standing by at an intersection for the passage of another automatic guided vehicle and the stop time is longer than a specified value , There is a risk of making wrong decisions.

【００３３】上記問題を解決するため、無人搬送車間で
の通信を行うことにより、バッテリ切れか否かの判断を
より一層信頼性高く行う方法について以下に説明する。In order to solve the above-mentioned problem, a method for more reliably determining whether or not the battery has run out by performing communication between the automatic guided vehicles will be described below.

【００３４】バッテリ切れにより停止している無人搬送
車１ａは、バッテリ切れであることを示す信号を発信す
る。たとえば、ＬＥＤ等の近赤外線発光ダイオードとフ
ォトダイオードとからなる障害物センサの場合、周波数
ｆなるパルス状の信号を発信する。該信号を受信するこ
とによりバッテリ供給可能な無人搬送車１ｂは、“停止
中の無人搬送車１ａがバッテリ切れである”ことを確実
に判断することができる。信号の形態は上記周波数ｆな
るパルス状の信号に限らず、パルス幅の大小によって判
別するようにしてもよいし、複数周波数の組み合わせか
らなる信号であってもよい。少なくとも、障害物検知の
ための信号と区別できさえすればよい。The unmanned guided vehicle 1a, which has been stopped due to running out of battery, sends out a signal indicating that the running out of battery has occurred. For example, in the case of an obstacle sensor including a near-infrared light emitting diode such as an LED and a photodiode, a pulse signal having a frequency f is transmitted. By receiving the signal, the AGV 1b capable of supplying the battery can reliably determine that the stopped AGV 1a is out of battery. The form of the signal is not limited to the pulse-shaped signal having the frequency f, but may be determined based on the magnitude of the pulse width, or may be a signal composed of a combination of a plurality of frequencies. At least, it is only necessary to be able to distinguish from the signal for obstacle detection.

【００３５】また、この例において、バッテリ切れによ
り停止している無人搬送車１ａが常に上記信号を発信し
続けるとさらにバッテリを消耗し、該信号さえも発信で
きなくなる。これに対処するために、バッテリ供給可能
な無人搬送車１ｂがバッテリ切れである無人搬送車１ａ
の存在を検知した時に、該無人搬送車１ｂは無人搬送車
１ａに対し、バッテリ切れか否かを検出するためのリク
エスト信号を発信する。そして、バッテリ切れである無
人搬送車１ａが該リクエスト信号を受信すると、該信号
をトリガとして、上記周波数ｆなるパルス状の信号を発
信するようにする。これにより、必要なときだけ信号を
発信すればよいので、無駄な電力を消費することがな
い。In this example, if the automatic guided vehicle 1a, which has been stopped due to running out of battery, keeps transmitting the above signal, the battery is further consumed and even this signal cannot be transmitted. To cope with this, the automatic guided vehicle 1b capable of supplying a battery is replaced with an automatic guided vehicle 1a having a dead battery.
When the presence of is detected, the automatic guided vehicle 1b sends a request signal to the automatic guided vehicle 1a to detect whether or not the battery runs out. When the unmanned guided vehicle 1a, which has run out of battery, receives the request signal, the signal is used as a trigger to transmit a pulse signal having the frequency f. As a result, a signal needs to be transmitted only when necessary, so that unnecessary power is not consumed.

【００３６】以上のようにして、本発明の実施において
は、バッテリ切れで停止中の無人搬送車１ａに対して、
バッテリの充電を行うことが可能となり、作業者が介入
することなく自動復帰を行うことができる。As described above, according to the embodiment of the present invention, the automatic guided vehicle 1a which is stopped due to running out of battery is
The battery can be charged, and the automatic recovery can be performed without the intervention of an operator.

【００３７】この時、バッテリ切れか否かの判断は、障
害物センサ等の自己処理型の検出手段（図示せず）であ
ってよいし、また、さらに通信を行うことでより信頼性
を向上させるものであってもよい。すなわち、通信手段
４を利用する場合には、相手からの応答を基に処理を行
うものであるので、その応答がないと処理ができないと
いう不具合が生じる。一般に、走行するに必要な電力が
消耗した場合であっても、通信等の低消費電力の駆動に
対しては十分余力を有している。しかしながら、停止し
てからの時間が十分長い場合などには完全にバッテリが
消耗してしまう。このような場合に、超音波センサ、赤
外線センサ、ＬＥＤ等の電磁波発生手段と該電磁波の反
射を検出する電磁波検出手段とを有することで、相手を
介さず自己だけで障害物の有無を検知する方法を用いれ
ば、障害物の有無しか判断できないものの、バッテリ切
れで停止している無人搬送車が情報を発信する必要がな
いので、どのような状況においても処理を行うことがで
きる。このように一長一短があるので状況に応じて使い
分けるとよい。At this time, whether or not the battery has run out can be determined by a self-processing type detecting means (not shown) such as an obstacle sensor or the like, and further communication is performed to further improve reliability. It may be the one that causes it. That is, when the communication means 4 is used, the process is performed based on the response from the other party, so that there is a problem that the process cannot be performed without the response. In general, even if the power required for traveling is exhausted, there is sufficient reserve for driving with low power consumption such as communication. However, if the time after the stop is sufficiently long, the battery is completely consumed. In such a case, by having an electromagnetic wave generating means such as an ultrasonic sensor, an infrared sensor, and an LED and an electromagnetic wave detecting means for detecting reflection of the electromagnetic wave, the presence / absence of an obstacle is detected by itself without the intervention of a partner. If the method is used, only the presence or absence of an obstacle can be determined, but the automatic guided vehicle that is stopped due to battery exhaustion does not need to transmit information, so that processing can be performed in any situation. Since there are advantages and disadvantages in this way, it is better to use them properly according to the situation.

【００３８】（実施例２）本発明の他の実施例を以下に
説明する。本実施例では、より高級な判断を行うため
に、制御手段５を有している。(Embodiment 2) Another embodiment of the present invention will be described below. In the present embodiment, the control unit 5 is provided for performing a higher-grade determination.

【００３９】該制御手段５は、図８に示すように、ＣＰ
Ｕ（中央処理装置）５１、記憶部５２、計算部５３から
構成されている。記憶部５２には、無人搬送車のＩＤ番
号、バッテリ情報、目的地等の情報があらかじめ記憶さ
れており、搬送作業が終了した時点で、新たな内容が必
要に応じて書き換えられる。また、搬送中においても、
現地点における目的地までの距離、バッテリ残量等、時
々刻々変化し得る情報を更新することが要求されるの
で、記憶素子としてはＤＲＡＭ等の書き換え可能なメモ
リがよく、さらに好ましくは電源遮断時においてもその
内容が保持される不揮発性メモリがよい。あるいは、混
在型のメモリを使用し、例えば、ＩＤ番号等変更する必
要のない情報はＲＯＭに記憶しておき、更新記憶する必
要のある情報はＲＡＭに記憶する等の使い方ができる。The control means 5, as shown in FIG.
U (central processing unit) 51, storage unit 52, and calculation unit 53. The storage unit 52 stores in advance information such as the ID number of the automatic guided vehicle, battery information, destination, and the like. When the transfer operation is completed, new contents are rewritten as necessary. Also, during transportation,
Since it is required to update information that can change every moment, such as the distance to the destination at the local point, the remaining battery level, etc., the storage element is preferably a rewritable memory such as a DRAM, and more preferably when the power is turned off. In this case, a nonvolatile memory that retains the contents is preferable. Alternatively, a mixed type memory may be used, for example, information that does not need to be changed, such as an ID number, may be stored in a ROM, and information that needs to be updated and stored may be stored in a RAM.

【００４０】ＣＰＵ５１は、前記通信手段４から送信さ
れた信号を受信するため、および通信手段４に対して信
号を送信するために通信手段４とは信号線Ｓ１を介して
接続されている。また、記憶部５２に対してデータを更
新するため、記憶部からのデータをロードするために記
憶部５２と信号線Ｓ２を介して接続されている。また、
記憶部５２に記憶されたデータを計算及び該データと通
信手段４から受信したデータとを計算するために計算部
５３とは信号線Ｓ４を介して接続されている。また、計
算部５３と記憶部５２とは信号線Ｓ３を介して接続され
ている。The CPU 51 is connected to the communication unit 4 via the signal line S1 for receiving the signal transmitted from the communication unit 4 and transmitting the signal to the communication unit 4. Further, in order to update data in the storage unit 52 and to load data from the storage unit, it is connected to the storage unit 52 via a signal line S2. Also,
The calculation unit 53 is connected via a signal line S4 to calculate the data stored in the storage unit 52 and calculate the data and the data received from the communication unit 4. The calculation unit 53 and the storage unit 52 are connected via a signal line S3.

【００４１】以下に処理の流れについて説明する。バッ
テリ切れ等で停止する他の無人搬送車１から送信された
データＤを通信手段４で受信し、該データＤは信号線Ｓ
１を通じてＣＰＵ５１に送られる。ＣＰＵ５１は該デー
タＤを解読し、内容を認識する。データＤの内容として
は、バッテリ充電の必要性の有無、充電からの経過時
間、バッテリ残量などのバッテリに関する情報や、進行
方向に対する順番・行き先・現地点から目的地点までの
予定時間などのナビゲーション情報、無人搬送車のＩＤ
番号等、あるいはそれらの組み合わせからなる情報であ
る。ここでは簡単のため、送受信及び計算対象とするデ
ータＤは、バッテリ切れか否かに関するデータＤ１と、
以下で定義するバッテリ余裕度に関するデータＤ２とす
る。The processing flow will be described below. The communication means 4 receives data D transmitted from another unmanned guided vehicle 1 stopped due to running out of battery or the like, and the data D is transmitted through a signal line S
1 to the CPU 51. The CPU 51 decodes the data D and recognizes the contents. Data D includes information on the battery such as necessity of battery charging, elapsed time since charging, remaining battery power, and navigation such as order in the direction of travel, destination, and scheduled time from local point to destination. Information, ID of automatic guided vehicle
The information is composed of a number or the like, or a combination thereof. Here, for the sake of simplicity, data D to be transmitted / received and calculated includes data D1 relating to whether or not the battery has run out,
The data is defined as data D2 relating to the battery margin defined below.

【００４２】バッテリ余裕度Ｒ＝（許容経過時間−充電
してからの経過時間）／（目的地までの予定時間） ここで、許容経過時間は充電が終了してからバッテリ切
れになるまでの時間であり、バッテリ１１の能力を基に
あらかじめ計算により設定しておいてもよいし、また、
経験からあらかじめ求めておく。Battery margin R = (permissible elapsed time−time elapsed since charging) / (planned time to destination) Here, the allowable elapsed time is the time from the end of charging until the battery runs out. And may be set in advance by calculation based on the capacity of the battery 11, or
Obtain in advance from experience.

【００４３】例えば、理想通りに運行している場合に
は、許容経過時間＝１０、充電してからの経過時間＝
５、目的地までの予定時間＝５の時、 バッテリ余裕度Ｒ＝１ となる。For example, when the vehicle is operating as an ideal, the allowable elapsed time = 10, the elapsed time since charging =
5. When the scheduled time to the destination = 5, the battery margin R = 1.

【００４４】一方、渋滞等で予定通りでない場合には、
充電してからの経過時間＞目的地までの予定時間となる
ので、例えば、許容経過時間＝１０、充電してからの経
過時間＝７、目的地までの予定時間＝５の時、 バッテリ余裕度Ｒ＝０．６ となる。すなわち、バッテリ余裕度Ｒが１より小さけれ
ば、目的地に到着する前にバッテリ切れを起こす可能性
があることになる。On the other hand, if the traffic is not as planned due to traffic congestion or the like,
Elapsed time since charging> scheduled time to destination. For example, when allowable elapsed time = 10, elapsed time since charging = 7, scheduled time to destination = 5, battery margin R = 0.6. That is, if the battery margin R is smaller than 1, the battery may run out before reaching the destination.

【００４５】なお、バッテリ余裕度Ｒとして上記式では
時間を基準として求めたがこれに限ることはなく、走行
距離を基に算出するものであってもよいし、また、消費
電力を検知することにより直接的にバッテリ残量を検出
する形態であってもよい。In the above equation, the battery margin R is obtained on the basis of time. However, the present invention is not limited to this. The battery margin R may be calculated based on the traveling distance, or the power consumption may be detected. Alternatively, the battery remaining amount may be directly detected.

【００４６】ＣＰＵ５１はデータＤ１を受信・解読する
ことにより、停止中の無人搬送車１ａがバッテリ切れか
否かを認識する。充電不要と判断された場合には、充電
動作を行うことなく停止中の無人搬送車１ａが走行を開
始するまでその場で待機する。The CPU 51 recognizes whether the stopped automatic guided vehicle 1a has run out of battery by receiving and decoding the data D1. If it is determined that the charging is not necessary, the stopped automatic guided vehicle 1a waits on the spot without performing the charging operation until the stopped automatic guided vehicle 1a starts traveling.

【００４７】一方、充電が必要と判断された場合には、
次のステップとして無人搬送車１ｂは自らのバッテリ余
裕度（Ｒｂとする）を記憶部５２から呼び出すととも
に、該バッテリ余裕度と受信した他の搬送車１ａのバッ
テリ余裕度（Ｒａとする）とを計算部５３において比較
する。その結果、Ｒａ＜ＲｂであればＣＰＵ５１は、ス
イッチ手段３の開閉動作等を駆動する駆動手段に対して
信号Ｓ５を送信することにより充電動作が開始される。On the other hand, if it is determined that charging is necessary,
As a next step, the AGV 1b calls its own battery margin (referred to as Rb) from the storage unit 52, and stores the battery margin and the received battery margin (referred to as Ra) of the other carrier 1a. The comparison is made in the calculation unit 53. As a result, if Ra <Rb, the CPU 51 starts the charging operation by transmitting the signal S5 to the driving unit that drives the opening / closing operation of the switch unit 3 and the like.

【００４８】また、Ｒａ≧Ｒｂの場合は、他の無人搬送
車１ａのバッテリを充電する余裕がないので充電動作を
行うことなく、さらに別の無人搬送車が到達するまでそ
の場で待機する。When Ra ≧ Rb, there is no room to charge the battery of the other automatic guided vehicle 1a, so that the charging operation is not performed, and the vehicle stands by until another automatic guided vehicle arrives.

【００４９】以上のように本実施例では、通信内容を比
較・計算することにより、バッテリの充電を必要として
いるか否か、バッテリの充電を行う余裕があるか否か等
の判断を高度に行う制御手段５を設けたので、必要でも
ないのに充電動作を行ったり、また、充電を行ったこと
が原因で自らがバッテリ切れになる等の問題を回避する
ことができる。As described above, in this embodiment, by comparing and calculating the communication contents, it is determined whether the battery needs to be charged or not and whether or not there is enough time to charge the battery. Since the control unit 5 is provided, it is possible to avoid a problem that the charging operation is performed when it is not necessary, and that the battery runs out due to the charging.

【００５０】（実施例３）本発明に係わる他の実施例と
して、特に、通信手段４について以下に説明を行う。(Embodiment 3) As another embodiment according to the present invention, the communication means 4 will be particularly described below.

【００５１】通信手段４は無線であっても有線であって
もよい。有線の場合、バッテリ充電のための接続手段２
を利用して、情報の送・受信を行うことにすれば、新た
に接続手段を設ける必要がなくなる。The communication means 4 may be wireless or wired. In the case of wired, connection means 2 for battery charging
If information is sent and received by using, there is no need to provide a new connecting means.

【００５２】また、通信手段４は、自動搬送設備におい
て無人搬送車の運行を１元的に管理している搬送コント
ローラと交信するための通信端末と兼用しても良い。こ
の搬送コントローラとの通信によって搬送要求・走行位
置・経路などの確認・修正等を行う。Further, the communication means 4 may also be used as a communication terminal for communicating with a transport controller which integrally manages the operation of the automatic guided vehicle in the automatic transport facility. The communication with the transfer controller checks and corrects a transfer request, a traveling position, a route, and the like.

【００５３】以下に、通信手段４を有することによる他
の効果について説明する。一般に、自動搬送設備におい
ては、多数の無人搬送車の運行管理を一元的に行う搬送
コントローラと無人搬送車との間で送受信するための中
継器を要所要所に配置しているが、障害物や通信状態、
システムによっては常に通信可能であるとは限らない。Hereinafter, other effects of having the communication means 4 will be described. In general, in automatic transport equipment, repeaters for transmitting and receiving between an unmanned transport vehicle and a transport controller that centrally manages the operation of a large number of unmanned transport vehicles are arranged at important places, And communication status,
Depending on the system, communication is not always possible.

【００５４】したがって、中継器と送受信不能の場所に
おいてバッテリ切れにより停止した場合、従来の方法で
は、作業員が発見しない限り搬送コントローラは該無人
搬送車１ａの情報を得ることができず見失ったままであ
るので、該無人搬送車１ａに係わる全ての運行を進行す
ることができなかった。Therefore, when the vehicle stops due to running out of battery in a place where transmission / reception with the repeater is impossible, in the conventional method, the transport controller cannot obtain the information of the automatic guided vehicle 1a unless the operator discovers it, and the operator remains lost. Therefore, all the operations related to the automatic guided vehicle 1a could not proceed.

【００５５】ここで言う無人搬送車１ａに係わる全ての
運行とは、該無人搬送車１ａからの搬送物を受け取るこ
とにより開始される作業、該搬送車の到達時刻と他の作
業の完了時刻とを比較することにより開始される作業
等、該搬送車１ａの運行と間接的にでも関係している作
業を意味する。Here, all the operations related to the automatic guided vehicle 1a include the operation started by receiving the conveyed material from the automatic guided vehicle 1a, the arrival time of the automatic guided vehicle 1a and the completion time of other operations. , And the work that is indirectly related to the operation of the carrier 1a.

【００５６】しかしながら、本発明によれば、上記バッ
テリ切れにより停止している無人搬送車１ａと送受信可
能な無人搬送車１ｂは、停止している位置、停止してい
る無人搬送車のＩＤ等の情報を上記停止中の無人搬送車
１ａから通信によって得ることができるので、送受信が
良好となった場所に移動したとき、該情報を搬送コント
ローラに対して送信（転送）する。この情報を基に、搬
送コントローラは停止中の無人搬送車に関する情報を得
ることができ、該情報を基に運行スケジュールの変更、
修正等を行う。したがって、停止中の無人搬送車に係わ
る全ての運行を中断することなく、実行可能な運行を少
なくとも実行することができるので、自動搬送設備全体
としての運行効率を向上することができる。たとえば該
搬送車の到達時刻と他の作業の完了時刻とを比較するこ
とにより開始される作業の例では、該搬送車の到達時刻
を判断条件とはせず他の作業の完了時刻のみを基にその
作業を開始するといったことである。However, according to the present invention, the automatic guided vehicle 1b capable of transmitting and receiving to and from the automatic guided vehicle 1a stopped due to the battery exhaustion has a stopped position, the ID of the stopped automatic guided vehicle 1a, and the like. Since the information can be obtained from the stopped automatic guided vehicle 1a by communication, the information is transmitted (transferred) to the transport controller when moving to a place where transmission and reception are good. Based on this information, the transport controller can obtain information on the unmanned guided vehicle that is stopped, change the operation schedule based on the information,
Make corrections, etc. Therefore, at least the feasible operation can be performed without interrupting all the operations related to the stopped automatic guided vehicle, so that the operation efficiency of the entire automatic transfer equipment can be improved. For example, in the example of the work that is started by comparing the arrival time of the carrier with the completion time of another work, the arrival time of the carrier is not used as a criterion and only the completion time of the other work is determined. That work is started at that time.

【００５７】このように、本発明では無人搬送車を介し
て搬送コントローラとの通信を行うことができるので、
バッテリ切れにより停止している無人搬送車の情報等を
得ることができ、これを基に設備全体の運行に支障をき
たすことなく運行管理を行うことができる。As described above, according to the present invention, communication with the transfer controller can be performed via the automatic guided vehicle.
It is possible to obtain information on the automatic guided vehicle that is stopped due to running out of battery, and based on this, it is possible to perform operation management without hindering the operation of the entire equipment.

【００５８】（実施例４）次に、図２を用いて、複数接
続した無人搬送車間での充電制御方法について説明す
る。(Embodiment 4) Next, a charge control method between a plurality of connected AGVs will be described with reference to FIG.

【００５９】図２は、前実施例において説明した無人搬
送車を３台接続した例であり、先頭（図面左）の無人搬
送車１ａがバッテリ切れで停止している時に、走行して
きた２台の無人搬送車１ｂ及び１ｃが接続手段２ａ、２
ｂ、２ｃにより数珠つなぎ状に接続した状況を示す。FIG. 2 shows an example in which three unmanned transport vehicles described in the previous embodiment are connected. When the first unmanned transport vehicle 1a is stopped due to battery exhaustion, the two unmanned transport vehicles 1a are stopped. Of the automatic guided vehicles 1b and 1c
It shows the situation where the beads are connected in a daisy chain by b and 2c.

【００６０】この時、先頭の無人搬送車１ａと中央の無
人搬送車１ｂのバッテリ余裕度が１以下で、最後尾（図
面右）の無人搬送車１ｃのバッテリ余裕度が１以上であ
れば、先頭と最後尾のスイッチ手段３ａ及び３ｃを閉
じ、中央の無人搬送車２ｂはスイッチ手段３ｂを開放す
ることで、最後尾の無人搬送車１ｃから先頭の無人搬送
車１ａへの充電を行う。先頭の無人搬送車１ａへの充電
が完了した時点で、先頭と中央の無人搬送車間の接続が
解除され、無人搬送車１ａのスイッチ手段３ａが解放状
態となり、先頭の無人搬送車１ａが走行を再開する。次
に、中央の無人搬送車１ｂのスイッチ手段３ｂを閉じ、
最後尾の無人搬送車１ｃから中央の無人搬送車１ｂへの
充電を行う。中央の無人搬送車１ｂへの充電が完了する
と、最後尾の無人搬送車１ｃと中央の無人搬送車１ｂ間
の接続が解除され、中央の無人搬送車１ｂが走行を再開
する。その後、最後尾の無人搬送車１ｃが走行を再開す
る。At this time, if the battery margin of the leading guided vehicle 1a and the central guided vehicle 1b is 1 or less and the battery margin of the trailing (right in the drawing) automatic guided vehicle 1c is 1 or more, By closing the first and last switch means 3a and 3c and opening the switch means 3b, the central automatic guided vehicle 2b charges the first automatic guided vehicle 1a from the last automatic guided vehicle 1c. When the charging of the first automatic guided vehicle 1a is completed, the connection between the first automatic guided vehicle and the central automatic guided vehicle is released, the switch means 3a of the automatic guided vehicle 1a is released, and the first automatic guided vehicle 1a travels. To resume. Next, the switch means 3b of the automatic guided vehicle 1b at the center is closed,
Charging is performed from the last automatic guided vehicle 1c to the central automatic guided vehicle 1b. When charging of the central automatic guided vehicle 1b is completed, the connection between the last automatic guided vehicle 1c and the central automatic guided vehicle 1b is released, and the central automatic guided vehicle 1b resumes traveling. Thereafter, the last automatic guided vehicle 1c restarts traveling.

【００６１】以上の説明において、先頭の無人搬送車１
ａへの充電が完了した時点で、再び、中央の無人搬送車
１ｂのバッテリ余裕度（Ｒｂとする）と最後尾の無人搬
送車１ｃのバッテリ余裕度（Ｒｃとする）とを比較する
ようにしてもよい。Ｒｂ＜Ｒｃであれば以上の動作を行
う。一方、Ｒｂ＞Ｒｃであれば充電を行わないように
し、無人搬送車１ｃと中央の無人搬送車１ｂ間の接続を
解除して、それぞれの無人搬送車１ｂ、１ｃは走行を開
始する。これにより、無人搬送車１ｃのバッテリ切れを
防止することができる。In the above description, the leading automatic guided vehicle 1
At the time when the charging of a is completed, the battery margin of the center automatic guided vehicle 1b (referred to as Rb) and the battery margin of the last automatic guided vehicle 1c (referred to as Rc) are compared again. You may. If Rb <Rc, the above operation is performed. On the other hand, if Rb> Rc, charging is not performed, the connection between the AGV 1c and the central AGV 1b is released, and the AGVs 1b and 1c start running. This can prevent the battery of the automatic guided vehicle 1c from running out.

【００６２】なお、各充電時において、必ずしもフル充
電である必要はなく、最寄りの充電ステーションあるい
は目的地のどちらかに到達できる最小限の電力であって
よい。これにより、上記例では最後尾の無人搬送車が充
電を行うことによりバッテリ切れとなることを防止する
ことができる。この場合、送受信するデータ内容として
は、目的地情報、目的地までの距離等が必要となるの
で、上記バッテリ情報に加えて送受信する。At each charging, it is not always necessary to perform the full charging, and the minimum power that can reach either the nearest charging station or the destination may be used. Thus, in the above example, it is possible to prevent the battery from running out due to the charging of the last automatic guided vehicle. In this case, the data to be transmitted and received requires destination information, a distance to the destination, and the like.

【００６３】すなわち、目的地情報、目的地までの距離
を基に、バッテリ充電量を計算によって求め、あるい
は、あらかじめ記憶部に記憶されている単位バッテリ充
電量に対する走行距離等を基にバッテリ充電量を算出す
る。該バッテリ充電量に達した時点で充電を終了する。That is, the battery charge amount is obtained by calculation based on the destination information and the distance to the destination, or the battery charge amount is calculated based on the traveling distance with respect to the unit battery charge amount stored in the storage unit in advance. Is calculated. When the battery charge amount is reached, charging is terminated.

【００６４】また、先頭の無人搬送車１ａのバッテリ余
裕度のみが１以下である場合、中央の無人搬送車１ｂの
バッテリ余裕度と最後尾の無人搬送車１ｃのバッテリ余
裕度とを比較し、余裕度のある無人搬送車から先頭の無
人搬送車１ａに対して充電を行う。最後尾の無人搬送車
１ｃのバッテリ余裕度の方が大きい場合は、上記説明し
た通りである。When only the battery margin of the first automatic guided vehicle 1a is 1 or less, the battery margin of the central automatic guided vehicle 1b is compared with the battery margin of the last automatic guided vehicle 1c. The unmanned transport vehicle having a margin is charged to the leading unmanned transport vehicle 1a. When the battery margin of the last automatic guided vehicle 1c is larger, it is as described above.

【００６５】中央の無人搬送車１ｂのバッテリ余裕度の
方が大きい場合は、中央の無人搬送車１ｂから先頭の無
人搬送車１ａに対して充電を行う。この時、最後尾の無
人搬送車１ｃの接続手段２ｃはバッテリとの接続を切断
する。あるいは、接続手段２ｂと２ｃとの接続自体を切
断するようにしてもよい。When the battery margin of the central automatic guided vehicle 1b is larger, the central automatic guided vehicle 1b charges the first automatic guided vehicle 1a. At this time, the connection means 2c of the last automatic guided vehicle 1c disconnects the connection with the battery. Alternatively, the connection itself between the connection means 2b and 2c may be disconnected.

【００６６】（実施例５）例えば図２のように、無人搬
送車が複数接続した状態になると、データを比較する組
み合わせが急増し、制御手段５の処理量が大きくなる。
また、複数接続した無人搬送車１ａ、１ｂ、１ｃ間で
は、前方の無人搬送車（例えば、１ａ）が発進しない
と、後方の無人搬送車（１ｂ、１ｃ）が動けないため、
該無人搬送車（１ｂ、１ｃ）の稼働効率が低下すること
となる。(Embodiment 5) For example, as shown in FIG. 2, when a plurality of automatic guided vehicles are connected, the number of combinations for comparing data increases rapidly, and the processing amount of the control means 5 increases.
Further, between the unmanned guided vehicles 1a, 1b, and 1c connected to each other, the unmanned guided vehicle (1b, 1c) behind cannot move unless the front guided vehicle (for example, 1a) starts.
The operation efficiency of the automatic guided vehicle (1b, 1c) is reduced.

【００６７】上記問題を解決するために、本実施例にお
いては、上記制御手段５は充電を行う順番に優先度を設
けるような制御を行うことを特徴としている。すなわ
ち、例えば、先頭に近い無人搬送車１ａほど優先度を高
くする。In order to solve the above problem, the present embodiment is characterized in that the control means 5 performs control such that the priority is set in the order of charging. That is, for example, the priority is higher for the automatic guided vehicle 1a closer to the head.

【００６８】従って、充電する対象の決定は、まず、先
頭の無人搬送車１ａからバッテリ切れを検査し、バッテ
リ切れであれば充電の対象としていく。接続対象の無人
搬送車でバッテリ切れが無くなれば、次にバッテリ余裕
度を比較し、余裕度の低い物から充電対象とする。ここ
で、充電を行うために電力を供給する無人搬送車は、バ
ッテリ余裕度が十分で、充電してからの経過時間が短い
無人搬送車から割り当てる。Therefore, in determining the object to be charged, first, the leading automatic guided vehicle 1a is checked for a dead battery, and if the battery is dead, the battery is charged. When the battery runs out in the unmanned guided vehicle to be connected, the battery margins are compared next, and the objects with lower margins are charged. Here, the automatic guided vehicle that supplies power for charging is assigned from an automatic guided vehicle that has a sufficient battery margin and a short elapsed time after charging.

【００６９】また、バッテリ余裕度や充電してからの経
過時間に大きな差が無い場合などには、各無人搬送車の
優先順位を加味して比較することもできる。無人搬送車
を用いた搬送システムでは、効率的な搬送のため、各処
理設備における処理能力や処理数量等に応じて各処理設
備ごとに優先順位を設定し、さらに、搬送要求を出力し
てから経過した時間をもとにして搬送対象の優先順位を
組み替える。このように、無人搬送車には搬送対象によ
って決まる優先順位があるため、この優先順位に基づい
て、充電のための無人搬送車の順番を決定することもで
きる。When there is no large difference between the battery margin and the elapsed time after charging, the comparison can be made in consideration of the priority of each automatic guided vehicle. In a transfer system using an automated guided vehicle, for efficient transfer, priorities are set for each processing equipment according to the processing capacity, processing quantity, etc. of each processing equipment, and after a transfer request is output, The priority of the transport target is rearranged based on the elapsed time. As described above, since the AGV has a priority determined by the transport target, the order of the AGV for charging can be determined based on the priority.

【００７０】このようにして、充電を行う無人搬送車と
充電を受ける無人搬送車を決定し、さらに、３台以上接
続した場合には必要に応じて、充電を受けることがな
く、かつ充電を行うことがない電気的接続のみを行う無
人搬送車も決定する。In this way, the automatic guided vehicle to be charged and the automatic guided vehicle to be charged are determined, and when three or more vehicles are connected, if necessary, the vehicle is not charged, and is not charged. An automatic guided vehicle that only makes electrical connections that are not made is determined.

【００７１】上記のように判断した結果、接続の必要が
あれば接続手段２を用いて接続する。充電を行うか、も
しくは充電を受ける場合には、スイッチ手段３によりバ
ッテリ１１と接続手段２を接続し、バッテリ１１の充電
を行う。前方の障害物がなくなるか、あるいは充電が完
了すれば、スイッチ手段３を開放し、接続手段２の接続
を解除し、移動を開始する。以上の動作により停止中の
無人搬送車に対し充電を行う。As a result of the above determination, if connection is necessary, the connection is made using the connection means 2. When charging or receiving charging, the switch 11 connects the battery 11 to the connecting means 2 to charge the battery 11. When there is no obstacle in front or when charging is completed, the switch unit 3 is opened, the connection of the connection unit 2 is released, and movement starts. With the above operation, the stopped automatic guided vehicle is charged.

【００７２】（実施例６）図３は、前実施例１乃至５で
説明してきた２台の無人搬送車１ａ、１ｂが同一の充電
ステーション１５を目的地とした場合の実施例である。(Embodiment 6) FIG. 3 shows an embodiment in which the two automatic guided vehicles 1a and 1b described in the first to fifth embodiments have the same charging station 15 as their destination.

【００７３】ここで、破線は走行経路、矢印は走行方向
を示し、図３の矢印は下から上への走行を意味する。６
は接続手段により無人搬送車間が接続している状態を示
し、７は充電手段により無人搬送車１ａと充電ステーシ
ョン１５が接続されている状態を示す。先に到着した無
人搬送車１ａが充電ステーション１５で充電中に、他の
無人搬送車１ｂが充電のために走行してきた場合、後か
ら走行してきた無人搬送車１ｂは充電ステーション１５
で充電中の無人搬送車１ａと接続手段２を用いて接続す
ることで、充電ステーション１５からの電力を得ること
ができる。このとき、２台の無人搬送車１ａ、１ｂのそ
れぞれのスイッチ手段３、３は短絡状態となり、充電ス
テーション１５から無人搬送車１ａ、１ｂに対して充電
が行われる。Here, the broken line indicates the traveling route, the arrow indicates the traveling direction, and the arrow in FIG. 3 means traveling from bottom to top. 6
Indicates a state in which the automatic guided vehicle is connected by the connecting means, and 7 indicates a state in which the automatic guided vehicle 1a and the charging station 15 are connected by the charging means. When the automatic guided vehicle 1a that arrives first is charging at the charging station 15 and another automatic guided vehicle 1b travels for charging, the automatic guided vehicle 1b that travels later is charged at the charging station 15.
By using the connection means 2 to connect to the unmanned guided vehicle 1a that is being charged in the above, power from the charging station 15 can be obtained. At this time, the respective switch means 3, 3 of the two AGVs 1a, 1b are in a short-circuit state, and the charging station 15 charges the AGVs 1a, 1b.

【００７４】このように、先に到着した無人搬送車１ａ
が充電ステーション１５を離れなくとも、１つの充電ス
テーションで２台の無人搬送車１ａ、１ｂを同時に充電
することができる。充電ステーション１５と接続してい
た無人搬送車１ａが先に充電が完了すれば充電ステーシ
ョン１５及び後から来た無人搬送車１ｂとの接続を切り
離すと共に、スイッチ手段３を解放して、進行方向へ進
行し、後から来た無人搬送車１ｂが充電ステーション１
５と接続を行うようにする。これにより、無人搬送車の
利用効率を向上することができる。As described above, the automatic guided vehicle 1a arriving earlier
The two automatic guided vehicles 1a and 1b can be charged simultaneously by one charging station without leaving the charging station 15. When the automatic guided vehicle 1a connected to the charging station 15 is charged first, the connection with the charging station 15 and the automatic guided vehicle 1b coming later is disconnected, and the switch means 3 is released to move in the traveling direction. The unmanned guided vehicle 1b that has proceeded and arrived at the charging station 1
5 is connected. Thereby, the utilization efficiency of the automatic guided vehicle can be improved.

【００７５】しかし、両方の無人搬送車の充電完了時刻
に差がない場合には、両方の充電が完了するまで図３に
示した状態で充電を行う。該充電完了時刻の予測は各無
人搬送車のそれぞれの制御手段５が行い、結果を送受信
して、該受信内容を比較することにより行う。このと
き、先に充電が完了した無人搬送車は、そのスイッチ手
段３を解放し、これ以上の充電を行わないようにする。However, when there is no difference between the charging completion times of both automatic guided vehicles, charging is performed in the state shown in FIG. 3 until both chargings are completed. The charging completion time is predicted by the respective control means 5 of each automatic guided vehicle, by transmitting and receiving the result and comparing the received contents. At this time, the automatic guided vehicle, which has been charged first, releases its switch means 3 to prevent further charging.

【００７６】以上より、上記接続動作に要する時間を短
縮できるので全体として無人搬送車の利用効率を上げる
ことができる。ここでいう無人搬送車の利用効率とは、
稼動中の無人搬送車全体に対し有効に動作している無人
搬送車の割合であり、例えば、 利用効率＝（有効に機能している台数）／（全数） ここで、 （有効に機能している台数）＝（全数）−（有効に機能
していない台数） であり、有効に機能していない無人搬送車１とは、バッ
テリ切れで停車している場合や充電ステーション１５で
充電中のもの、充電待ち状態のもの、実施例４において
説明したようにバッテリ充電には直接に関与せず電気的
接続体として機能するものを指す。したがって、充電が
完了しているにも拘わらず充電ステーション１５及び他
の充電が完了していない無人搬送車と接続している無人
搬送車１は有効に機能していないため利用効率低下の一
因となる。As described above, since the time required for the connection operation can be reduced, the utilization efficiency of the automatic guided vehicle can be improved as a whole. The utilization efficiency of the automatic guided vehicle here is
It is the ratio of unmanned guided vehicles that are operating effectively to all unmanned guided vehicles that are in operation. For example, utilization efficiency = (number of effectively functioning vehicles) / (total number) where: Number of vehicles) = (all the vehicles) − (the number of vehicles that are not functioning effectively), and the automatic guided vehicle 1 that is not functioning effectively is a vehicle that is stopped due to battery exhaustion or is being charged at the charging station 15. , Charging standby state, as described in the fourth embodiment, not directly involved in battery charging and functioning as an electrical connection. Accordingly, the charging station 15 and the unmanned guided vehicle 1 connected to another unguided unmanned guided vehicle are not effectively functioning even though the charging is completed. Becomes

【００７７】一方、後で接続した無人搬送車の充電が先
に終了した場合には充電ステーション１５と接続してい
る無人搬送車１ａとの接続を切り離し、搬送動作に復帰
する。On the other hand, when the charging of the unmanned guided vehicle connected later is completed first, the connection with the unmanned guided vehicle 1a connected to the charging station 15 is disconnected, and the operation returns to the transfer operation.

【００７８】（実施例７）図４は渋滞中の無人搬送車を
例にした充電制御方法を説明するための図である。以下
に説明する無人搬送車１は、前実施例１乃至６において
説明した無人搬送車である。一般に交差点１８付近では
渋滞が発生しやすい。この図では交差点１８左側に無人
搬送車１ａが停止しているため、他の無人搬送車、例え
ば１ｂ〜１ｅは安全のため交差点１８内部には進入でき
ずに、交差点１８の外側で待機する。そのため、交差点
１８を通過するために接近してきた無人搬送車は、全て
走行経路上で停止した状態となる。図４は４台の無人搬
送車１ｂ〜１ｅが渋滞により停止し、接続手段２により
数珠つなぎ状に接続している。(Embodiment 7) FIG. 4 is a diagram for explaining a charging control method using an automatic guided vehicle in a traffic jam as an example. The automatic guided vehicle 1 described below is the automatic guided vehicle described in the first to sixth embodiments. Generally, traffic congestion is likely to occur near the intersection 18. In this figure, since the automatic guided vehicle 1a is stopped on the left side of the intersection 18, other automatic guided vehicles, for example, 1b to 1e, cannot enter the inside of the intersection 18 for safety and stand by outside the intersection 18. Therefore, all the automatic guided vehicles approaching to cross the intersection 18 are stopped on the traveling route. In FIG. 4, the four automatic guided vehicles 1 b to 1 e are stopped due to traffic congestion and are connected in a daisy chain by the connection means 2.

【００７９】ここで、無人搬送車は停止中でも電力を消
費し続けるため、渋滞に巻き込まれた無人搬送車１ｂ〜
１ｅはバッテリ切れを起こしやすくなる。そこで、渋滞
に巻き込まれていない無人搬送車を利用することによっ
て、渋滞で停止している無人搬送車に十分な電力を供給
することも可能である。Here, since the automatic guided vehicle continues to consume power even when the vehicle is stopped, the automatic guided vehicle 1b-
1e is liable to run out of battery. Therefore, by using an automatic guided vehicle that is not involved in traffic, it is possible to supply sufficient power to the automatic guided vehicle that is stopped in traffic.

【００８０】すなわち、無人搬送車の運行を制御する搬
送コントローラは、バッテリ余裕度が大きい無人搬送車
を選択し、停止中の無人搬送車に接続できる走行経路と
なるような目的地を指示する。選択された無人搬送車は
停止中の無人搬送車に向かって移動し、停止中の無人搬
送車と接続して充電を行う。That is, the transport controller that controls the operation of the automatic guided vehicle selects an automatic guided vehicle with a large battery margin, and indicates a destination that can be connected to the stopped automatic guided vehicle. The selected AGV moves toward the stopped AGV, connects to the stopped AGV, and performs charging.

【００８１】ここで、図５に示すように、通常走行用の
バッテリ１１の他に、電力供給用のバッテリ１７を無人
搬送車１に搭載することでバッテリ余裕度を大きくし、
他の無人搬送車に充電をしても自分のバッテリ余裕度を
１より減少し難くすることができる。この時、電力供給
用のバッテリ１７から充電を行うようにし、該バッテリ
容量がなくなった場合には他の無人搬送車に対するバッ
テリの充電を行わないようにする。これにより、自らが
バッテリ切れになることを防止することができる。Here, as shown in FIG. 5, by mounting a battery 17 for power supply in addition to the battery 11 for normal traveling on the automatic guided vehicle 1, the battery margin is increased.
Even if another automatic guided vehicle is charged, it is possible to make it difficult for the own battery margin to be reduced from one. At this time, charging is performed from the battery 17 for power supply, and when the battery capacity is exhausted, charging of the battery for the other automatic guided vehicle is not performed. This can prevent the battery from running out of power.

【００８２】しかしながら、電力供給用のバッテリ容量
がなくなった後も充電可能とすることは可能である。す
なわち、バッテリ切れで停止している無人搬送車の優先
順位と自分の優先順位を上記制御手段５によって比較
し、相手の優先順位が高い場合であって、相手の無人搬
送車が渋滞の原因になっている場合にのみ充電を行うよ
うにする。これにより、優先順位の高い無人搬送車を復
旧することができるので利用効率を向上することがで
き、システム全体として効率的な無人搬送車の運行を行
うことができる。However, it is possible to charge even after the battery capacity for power supply has been exhausted. That is, the control unit 5 compares the priority of the unmanned guided vehicle stopped due to battery exhaustion with its own priority, and when the priority of the partner is high, the other unmanned guided vehicle may cause a traffic jam. Charge only when it is turned on. As a result, it is possible to restore the automatic guided vehicle with a high priority, so that the use efficiency can be improved, and the efficient operation of the automatic guided vehicle as a whole system can be performed.

【００８３】また、図６は、搬送を行わず電力供給のみ
を目的とした無人搬送車１０を示している。この無人搬
送車は搬送物の設置スペースや移載機構を無くし、より
大きなバッテリ１９を搭載することにより、他の無人搬
送車への電力供給にのみ特化した無人搬送車である。こ
のように、搬送を目的とする無人搬送車１と物理的形状
・構造等が異なっていてもよいが、少なくとも接続手段
２０の設置位置・形状等は無人搬送車１の接続手段２と
統一しておく。ワーク９を積載する必要がないので、車
重の軽量化に寄与し、したがって前実施例において説明
してきた無人搬送車１に比較し、１回の充電による航続
距離を延長する効果が生じる。このように、バッテリ余
裕度の大きな無人搬送車１０を用意し、渋滞中の無人搬
送車１に十分な電力を供給する。FIG. 6 shows an automatic guided vehicle 10 for the purpose of only supplying power without carrying. This automatic guided vehicle is an automatic guided vehicle that specializes only in supplying power to other automatic guided vehicles by eliminating the installation space and transfer mechanism of articles and mounting a larger battery 19. As described above, although the physical shape, structure, and the like of the automatic guided vehicle 1 for the purpose of transport may be different, at least the installation position, the shape, and the like of the connecting means 20 are unified with the connecting means 2 of the automatic guided vehicle 1. Keep it. Since there is no need to load the work 9, it contributes to weight reduction of the vehicle weight, and therefore has an effect of extending the cruising distance by one charge compared to the automatic guided vehicle 1 described in the previous embodiment. As described above, the automatic guided vehicle 10 having a large battery margin is prepared, and sufficient power is supplied to the automatic guided vehicle 1 in a traffic jam.

【００８４】さらに、図５に示したように、自らの動力
源としてのバッテリ１１に対し、充電専用のバッテリ１
７を別に設けた構造のものであってもよい。また、構造
上必ずしも前実施例において説明してきた無人搬送車１
と異なる必要はなく、該無人搬送車１を利用してもよ
い。Further, as shown in FIG. 5, the battery 11 serving as its own power source is
7 may be provided separately. In addition, the automatic guided vehicle 1 which is structurally necessarily described in the previous embodiment.
It is not necessary to be different from this, and the automatic guided vehicle 1 may be used.

【００８５】さらに、図７に充電ステーション１５から
の電力で前方に停止している無人搬送車を充電する例を
示す。図４と同じように渋滞が発生している状況で、付
近に充電ステーション１５がある場合、搬送コントロー
ラは、渋滞に巻き込まれていない無人搬送車１ｅを選択
し、渋滞付近の充電ステーション１５を目的地として指
示する。選択する無人搬送車１ｅは搬送中でなく、渋滞
している場所に短時間で移動できるものが良い。FIG. 7 shows an example in which an unmanned guided vehicle stopped ahead is charged by the electric power from the charging station 15. When there is a charging station 15 in the vicinity where traffic congestion occurs as in FIG. 4, the transport controller selects the unmanned transport vehicle 1e that is not involved in the traffic and aims at the charging station 15 near the traffic congestion. Instruct as earth. It is preferable that the automatic guided vehicle 1e to be selected can move to a place where traffic is not conveyed and traffic is congested in a short time.

【００８６】選択された無人搬送車１ｅが充電ステーシ
ョン１５付近に到着すると、渋滞中の無人搬送車１ｂ〜
１ｄのうち最後尾に位置する無人搬送車（この例では１
ｄ）に対して接続手段２によって接続する。その後、無
人搬送車１ｄ−１ｃ間の接続を行い、その完了後、無人
搬送車１ｃ−１ｂ間の接続を行うことによって、全ての
無人搬送車間をそれぞれの接続手段２によって接続す
る。このとき、無人搬送車１ｅは必要に応じて場所を移
動し、他の無人搬送車との接続を可能ならしめる。こう
して全ての無人搬送車１ｂ〜１ｅが接続された状態で、
無人搬送車１ｅは充電手段（図示せず）により充電ステ
ーション１５と接続を行う。この時も、現在位置する場
所と充電ステーション１５との距離が大きく、接続を行
えない場合には、他の無人搬送車１ｂ〜１ｄを牽引し
て、接続可能な距離まで移動する。その後、充電ステー
ション１５から電力を供給し、無人搬送車に搭載するバ
ッテリの電力を消費することなく、接続した無人搬送車
１ｂ〜１ｄに充電を行う。充電を行うのは全ての無人搬
送車１ｂ〜１ｄでもよく、あるいは、そのうちのどれか
でもよく、また、無人搬送車１ｅに対して充電を行って
もよい。When the selected AGV 1e arrives near the charging station 15, the AGV 1b through the congested AGV 1b.
Unmanned guided vehicle at the end of 1d (in this example, 1
d) is connected by the connection means 2. After that, the connection between the automatic guided vehicles 1d and 1c is performed, and after the completion, the connection between the automatic guided vehicles 1c and 1b is performed, so that all the automatic guided vehicles are connected by the respective connection means 2. At this time, the unmanned guided vehicle 1e moves as necessary and allows connection with another unmanned guided vehicle. Thus, in a state where all the automatic guided vehicles 1b to 1e are connected,
The automatic guided vehicle 1e is connected to the charging station 15 by charging means (not shown). Also at this time, when the distance between the current location and the charging station 15 is large and connection cannot be established, the other unmanned guided vehicles 1b to 1d are pulled to move to a connectable distance. Thereafter, power is supplied from the charging station 15 to charge the connected unmanned transport vehicles 1b to 1d without consuming the power of the battery mounted on the unmanned transport vehicle. The charging may be performed by all the automatic guided vehicles 1b to 1d, or may be performed by any one of them, and the automatic guided vehicle 1e may be charged.

【００８７】前実施例で説明したように、充電を行う必
要のない無人搬送車、例えば図７において１ｃあるいは
１ｅは、そのスイッチ手段３を解放状態とし、単に電気
的伝達体として機能する。As described in the previous embodiment, an automatic guided vehicle that does not need to be charged, for example, 1c or 1e in FIG. 7, has its switch means 3 released and simply functions as an electric transmission body.

【００８８】なお、上記説明では、充電ステーション１
５に接続されている無人搬送車は、最後尾の無人搬送車
１ｅであったが、これに限ることはなく、例えば、先頭
の無人搬送車１ｂであってもよく、また、中間に接続さ
れた無人搬送車１ｃ、１ｄであってもよい。In the above description, the charging station 1
The automatic guided vehicle connected to 5 is the last automatic guided vehicle 1e, but is not limited to this. For example, the automatic guided vehicle 1b may be the first automatic guided vehicle 1b, or may be connected in the middle. Automatic guided vehicles 1c and 1d.

【００８９】さらに、渋滞中の無人搬送車は、通信手段
４によって互いに通信しながら充電や電気的接続の中
継、接続や接続の解除を行う。また、上記のような電力
供給用の搬送車や搬送コントローラの制御方法は、渋滞
した場合のみでなく、１台以上の無人搬送車が停止した
場合で有効である。Further, the automatic guided vehicles in a traffic jam perform charging, relaying of electrical connection, connection and release of connection while communicating with each other by the communication means 4. Further, the above-described control method of the power supply transport vehicle and the transport controller is effective not only when traffic is congested but also when one or more unmanned transport vehicles are stopped.

【００９０】なお、図５及び図６に示した無人搬送車１
及び１０は本実施例に限るわけではなく、前実施例１乃
至７に対しても同様に適用することができる。The automatic guided vehicle 1 shown in FIGS. 5 and 6
And 10 are not limited to this embodiment, and can be similarly applied to the first to seventh embodiments.

【００９１】さらに、以上説明した各実施例を必要に応
じて組み合わせて実施することも可能である。Further, the above-described embodiments can be combined with each other as necessary.

【００９２】以上のようにして、本発明によれば無人搬
送車のバッテリ切れによる停止の復旧や、バッテリ切れ
の防止を行うことができるとともに、システム全体とし
て効率的な無人搬送車の運行を行うことができる。As described above, according to the present invention, it is possible to recover the stop of the automatic guided vehicle due to the battery exhaustion and to prevent the battery exhaustion, and to operate the automatic guided vehicle efficiently as a whole system. be able to.

【００９３】[0093]

【発明の効果】以上説明したように本発明による請求項
１、７記載の発明によれば、無人搬送車間での充電が可
能になることで、バッテリ切れの復旧作業や充電ステー
ションと接続できない場所でのバッテリの充電を自動で
行うことができるという効果がある。As described above, according to the first and seventh aspects of the present invention, charging between the automatic guided vehicles becomes possible, so that the battery can be restored or the location where the charging station cannot be connected. There is an effect that the battery can be automatically charged at the same time.

【００９４】特に、クリーンルーム内での使用において
は、作業者の介入を無くすことができるので、扉の開閉
に伴うクリーン度の低下を防止することができる。In particular, in the use in a clean room, the intervention of an operator can be eliminated, so that it is possible to prevent a decrease in cleanliness due to opening and closing of the door.

【００９５】また、他の無人搬送車と充電作業を行わな
い通常の走行中においては搭載するバッテリと接続手段
とを切離することにより接続手段への接触による感電を
防ぎ、一方、他の無人搬送車と充電作業を行う場合は、
搭載するバッテリと他の無人搬送車のバッテリとを電気
的に接続することで、充電ステーション以外の走行経路
上でもバッテリの充電を行うことができる。Further, during normal traveling without charging with other automatic guided vehicles, the battery mounted on the vehicle is disconnected from the connecting means to prevent electric shock due to contact with the connecting means. When performing charging work with a transport vehicle,
By electrically connecting the mounted battery and a battery of another automatic guided vehicle, the battery can be charged even on a traveling route other than the charging station.

【００９６】本発明による請求項２記載の発明によれ
ば、無人搬送車間での直接的な通信を行うことにより相
手の無人搬送車の状態、例えば単なる一時停止かあるい
はバッテリ切れによる停止かを認識することができる。
したがって、バッテリ充電を行うか否かを確実かつ迅速
に判断することができる。According to the second aspect of the present invention, by performing direct communication between the automatic guided vehicles, it is possible to recognize the state of the other automatic guided vehicle, for example, whether it is a temporary stop or a stop due to running out of battery. can do.
Therefore, whether or not to charge the battery can be reliably and promptly determined.

【００９７】また、搬送コントローラと通信不可能な場
所においてバッテリ切れ、脱輪等により走行不能となっ
た場合でも、他の搬送可能な搬送車を介して搬送コント
ローラと通信することが可能となるので、該搬送可能な
搬送コントローラは走行不能となった無人搬送車の情報
（搬送車識別番号、正常に運行しているか不具合が生じ
たかの確認、停止位置等）を把握することができると共
に、他の無人搬送車あるいは充電専用の無人搬送車、あ
るいは作業員に対しレスキューのための司令を出すこと
が可能となる。したがって、問題が生じた無人搬送車の
復旧を迅速に行うことができる。[0097] Even when the vehicle cannot run due to running out of battery or derailing in a place where communication with the transport controller is impossible, it is possible to communicate with the transport controller via another transportable transport vehicle. The transport controller capable of transporting can grasp information of the unmanned transport vehicle that has become unable to travel (transportation vehicle identification number, confirmation of normal operation or occurrence of trouble, stop position, etc.), and other information. It is possible to issue a command for rescue to an automatic guided vehicle, an automatic guided vehicle dedicated to charging, or an operator. Therefore, it is possible to quickly restore the automatic guided vehicle having the problem.

【００９８】本発明による請求項３記載の発明によれ
ば、他の無人搬送車のバッテリ情報あるいはナビゲーシ
ョン情報等と自らの該情報を比較することにより充電を
行うか否かの判断を行うようにしているので、必要以上
に充電することがなく、また、他の無人搬送車に対して
充電することによって自らがバッテリ切れとなることを
防止することができる。また、目的地までの到達距離等
の時々刻々変化し得る情報を更新記憶し、該情報を基に
充電を行うか否かの判断を行うようにすれば、状況の変
化に応じた正確な判断を行うことができる。According to the third aspect of the present invention, it is determined whether or not to perform charging by comparing the battery information or the navigation information of another automatic guided vehicle with the information of the self-guided vehicle. As a result, it is possible to prevent the battery from running out of charge by charging the unmanned transport vehicle without being charged more than necessary. Also, by updating and storing information that can change every moment, such as the arrival distance to the destination, and determining whether or not to perform charging based on the information, accurate determination according to the change in the situation can be made. It can be performed.

【００９９】本発明による請求項４記載の発明によれ
ば、自らの情報と受信した他の無人搬送車の情報を比較
し、充電を受ける無人搬送車と、充電を行う無人搬送車
と、さらに必要に応じて充電を受けることがなくかつ充
電を行うことがない無人搬送車を決定することで、無人
搬送車への充電動作を効率よく行う効果がある。According to the invention described in claim 4 of the present invention, the information of the self-guided vehicle is compared with the received information of the other automatic guided vehicle, and the automatic guided vehicle receiving the charge, the automatic guided vehicle performing the charge, and By determining an automatic guided vehicle that does not receive charging and does not perform charging as needed, there is an effect that the operation of charging the automatic guided vehicle is efficiently performed.

【０１００】特に、充電を受けることがなくかつ充電を
行うこともない無人搬送車を決定することにより、必ず
しも充電が必要でない無人搬送車に対して充電を行うこ
とを防止でき、全体としての充電時間を短縮することが
できる。In particular, by determining an unmanned guided vehicle that does not receive charging and does not perform charging, it is possible to prevent unmanned guided vehicles that do not necessarily need to be charged from being charged. Time can be reduced.

【０１０１】本発明による請求項５記載の発明によれ
ば、各無人搬送車の優先順位を加味して、充電を受ける
無人搬送車と充電を行う無人搬送車と、さらに必要に応
じて充電を受けることがなく、かつ充電を行うことがな
い無人搬送車を決定することで、システム全体の運行を
効率よく行う効果がある。According to the fifth aspect of the present invention, by taking into account the priority of each automatic guided vehicle, the automatic guided vehicle to be charged, the automatic guided vehicle to be charged, and the charging as required. Determining an unmanned guided vehicle that does not receive and does not charge has the effect of efficiently operating the entire system.

【０１０２】本発明による請求項６記載の発明によれ
ば、走行用のバッテリの他に、電力供給用のバッテリを
無人搬送車に搭載することで、他の無人搬送車に充電を
行っても自分が走行する電力を確保できる。また、より
多くの電力を供給することができるので、複数の無人搬
送車に対して充電を行うことができる。According to the invention described in claim 6 of the present invention, in addition to the battery for traveling, the battery for power supply is mounted on the automatic guided vehicle, so that other automatic guided vehicles can be charged. You can secure the power that you travel. Further, since more electric power can be supplied, it is possible to charge a plurality of automatic guided vehicles.

【０１０３】本発明による請求項８記載の発明によれ
ば、渋滞により複数の無人搬送車が停止している場合で
あって、近くに充電ステーションがある場合には、複数
台の無人搬送車を接続手段によって接続すると共に、そ
のうちの１台が充電手段によって充電ステーションと接
続することにより、充電ステーションから電力を供給
し、無人搬送車に搭載するバッテリの電力を消費するこ
となく、接続した無人搬送車に十分な充電を行うことが
できる。本発明による請求項９記載の発明によれば、充
電を受けることがなくかつ充電を行うことがない無人搬
送車に対しては、電気的伝達体とすることにより無駄な
電力の消費を抑えることができる。また、必要以上の無
人搬送車に対し充電を行うことがないので、充電可能な
無人搬送車の限りある電力量を効果的に配分することが
できる。According to the eighth aspect of the present invention, when a plurality of AGVs are stopped due to traffic congestion and there is a charging station nearby, a plurality of AGVs are stopped. Connected by the connecting means, one of which is connected to the charging station by the charging means, supplies power from the charging station, and without the power of the battery mounted on the automatic guided vehicle, the connected unmanned transportation. The car can be fully charged. According to the ninth aspect of the present invention, for an unmanned guided vehicle that does not receive charging and does not perform charging, use of an electric transmitter reduces unnecessary power consumption. Can be. Further, since the unmanned guided vehicle is not charged more than necessary, a limited amount of power of the unmanned guided vehicle that can be charged can be effectively distributed.

【０１０４】本発明による請求項１０記載の発明によれ
ば、搬送や充電、搬送要求の探索を目的とする無人搬送
車の走行以外に、無人搬送車間でのバッテリの充電を目
的とした無人搬送車の走行を行うことができるので、作
業者を必要とせず自動で、無人搬送車のバッテリ切れに
よる停止の復旧を行うことや、バッテリ切れの防止、充
電時間や充電回数の減少と渋滞の解消や渋滞の防止を迅
速に行うことができる。According to the tenth aspect of the present invention, in addition to the traveling of the automatic guided vehicle for the purpose of carrying, charging, and searching for a transport request, the automatic guided vehicle for charging the battery between the automatic guided vehicles is provided. Since the vehicle can be driven, it is possible to automatically recover the stop of the automatic guided vehicle due to battery exhaustion without requiring workers, prevent battery exhaustion, reduce charging time and number of times of charging, and eliminate traffic jams And congestion can be quickly prevented.

【０１０５】さらに、上記無人搬送車及びその制御方法
を用いた自動搬送設備においては、制御の中枢である搬
送コントローラがバッテリ切れや渋滞の情報を管理する
こともできるため、バッテリ切れや渋滞に素早く対応す
ることができる。Further, in the automatic guided vehicle using the automatic guided vehicle and its control method, the transport controller, which is the center of the control, can also manage the information of the battery exhaustion and the traffic congestion. Can respond.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明の一実施例を示す無人搬送車間の接続状
態を示した図である。FIG. 1 is a diagram showing a connection state between automatic guided vehicles according to an embodiment of the present invention.

【図２】本発明の一実施例を示す３台の無人搬送車の接
続状態を示した図である。FIG. 2 is a diagram showing a connection state of three automatic guided vehicles showing one embodiment of the present invention.

【図３】本発明の一実施例を示す１箇所の充電ステーシ
ョンから２台の無人搬送車に同時に充電を行う場合の接
続状態を示した図である。FIG. 3 is a diagram showing a connection state when two unmanned transport vehicles are simultaneously charged from one charging station according to an embodiment of the present invention.

【図４】本発明の一実施例を示す渋滞中の無人搬送車の
接続状態を示した図である。FIG. 4 is a diagram showing a connection state of the automatic guided vehicle in a traffic jam showing one embodiment of the present invention.

【図５】本発明の一実施例を示す無人搬送車を示した図
である。FIG. 5 is a view showing an automatic guided vehicle showing one embodiment of the present invention.

【図６】本発明の一実施例を示す他の無人搬送車を示し
た図である。FIG. 6 is a view showing another automatic guided vehicle showing one embodiment of the present invention.

【図７】本発明の一実施例を示す充電ステーションから
の電力で、接続した無人搬送車を充電する接続状態を示
した図である。FIG. 7 is a diagram illustrating a connection state in which the connected automatic guided vehicle is charged with electric power from a charging station according to an embodiment of the present invention.

【図８】本発明の一実施例を示す制御手段の内部構成を
説明した図である。FIG. 8 is a diagram illustrating an internal configuration of a control unit according to an embodiment of the present invention.

【符号の説明】[Explanation of symbols]

１ 無人搬送車 ２ 接続手段 ３ スイッチ手段 ４ 通信手段 ５ 制御手段 ９ ワーク １０ 充電専用無人搬送車 １１ バッテリ １５ 充電ステーション REFERENCE SIGNS LIST 1 automatic guided vehicle 2 connection means 3 switch means 4 communication means 5 control means 9 work 10 automatic guided vehicle for charging 11 battery 15 charging station

Claims (10)

【特許請求の範囲】[Claims] 【請求項１】 バッテリを動力源として稼動する無人搬
送車において、 搭載するバッテリと他の無人搬送車が搭載するバッテリ
間とを接続するための接続手段と、前記接続装置とバッ
テリとの接続状態を切換えるスイッチ手段とを有するこ
とを特徴とする無人搬送車。1. An automatic guided vehicle operating by using a battery as a power source, a connection means for connecting a mounted battery and a battery mounted on another automatic guided vehicle, and a connection state between the connection device and the battery. And a switch means for switching between the automatic guided vehicle and the automatic guided vehicle. 【請求項２】 前記無人搬送車は、少なくとも他の無人
搬送車と送受信できる通信手段を有することを特徴とす
る請求項１記載の無人搬送車。2. The automatic guided vehicle according to claim 1, wherein said automatic guided vehicle has communication means capable of transmitting and receiving at least to another automatic guided vehicle. 【請求項３】 前記無人搬送車は自らのバッテリ情報あ
るいは／及びナビゲーション情報等を記憶し、必要に応
じて更新記憶し、他の無人搬送車に関する該情報とを比
較することにより充電を行うか否かの判断を行う制御手
段を有することを特徴とする請求項１又は２に記載の無
人搬送車。3. The automatic guided vehicle stores its own battery information and / or navigation information, updates and stores as necessary, and performs charging by comparing the information with other automatic guided vehicles. The automatic guided vehicle according to claim 1 or 2, further comprising control means for determining whether or not the automatic guided vehicle is an automatic guided vehicle. 【請求項４】 前記無人搬送車は他の２台以上の無人搬
送車に対して電気的及び機械的に接続するための接続手
段を有し、 自らの情報と受信した他の無人搬送車の情報を基に、充
電を受けることがなくかつ充電を行うことがない無人搬
送車を決定し、該無人搬送車に対しては他の無人搬送車
と上記接続手段により接続すると共に、該無人搬送車の
スイッチ手段は接続装置とバッテリとを切り離すような
制御を行う制御手段を有することを特徴とする請求項１
乃至３いづれかに記載の無人搬送車。4. The automatic guided vehicle has connection means for electrically and mechanically connecting to two or more other automatic guided vehicles, and includes information on its own and other automatic guided vehicles received. Based on the information, an unmanned guided vehicle that is not charged and is not charged is determined. The unmanned guided vehicle is connected to another unmanned guided vehicle by the connection unit, and the unmanned guided vehicle is connected to the unmanned guided vehicle. 2. The vehicle switch device according to claim 1, wherein the switch device includes a control device for performing control for disconnecting the connection device from the battery.
An automated guided vehicle according to any one of to 3 to 3. 【請求項５】 前記制御手段は、各無人搬送車毎に設定
された優先順位を加味して、上記制御を行うことを特徴
とする請求項３又は４に記載の無人搬送車。5. The automatic guided vehicle according to claim 3, wherein the control unit performs the control in consideration of a priority set for each automatic guided vehicle. 【請求項６】 前記無人搬送車は自給用バッテリ以外
に、電力供給を主目的とする専用バッテリをさらに搭載
することを特徴とする請求項１から５いづれかに記載の
無人搬送車。6. The automatic guided vehicle according to claim 1, wherein the automatic guided vehicle further includes a dedicated battery mainly for supplying power, in addition to the self-contained battery. 【請求項７】 バッテリを動力源として稼動する無人搬
送車の充電制御方法において、少なくとも２台以上接続
した状態で、無人搬送車相互での充電を行うことを特徴
とする無人搬送車の充電制御方法。7. A method of controlling charging of an automatic guided vehicle operating by using a battery as a power source, wherein charging is performed between the automatic guided vehicles while at least two or more vehicles are connected. Method. 【請求項８】 バッテリを動力源として稼動する無人搬
送車の充電制御方法において、 複数接続された無人搬送車のうち少なくとも１台は充電
ステーションと接続しており、前記充電ステーションか
ら前記複数接続された無人搬送車に対して充電を行うこ
とを特徴とする無人搬送車の充電制御方法。8. A charging control method for an automatic guided vehicle operated by using a battery as a power source, wherein at least one of the plurality of unmanned guided vehicles is connected to a charging station, and the plurality of unmanned guided vehicles are connected to the charging station. And charging the unmanned guided vehicle. 【請求項９】 複数接続された無人搬送車のうち、中間
に接続された無人搬送車の少なくとも１台以上は電気的
伝達体として機能させることを特徴とする請求項７又は
８に記載の無人搬送車の充電制御方法。9. The unmanned guided vehicle according to claim 7, wherein at least one or more of the unmanned guided vehicles connected in the middle of the plurality of unmanned guided vehicles function as an electric transmission body. A method for controlling the charging of a transport vehicle. 【請求項１０】 他の無人搬送車への電力供給を目的と
する充電専用の無人搬送車を有することを特徴とする請
求項７から９いづれかに記載の無人搬送車の充電制御方
法。10. The charging control method for an automatic guided vehicle according to claim 7, further comprising an automatic guided vehicle for charging for supplying power to another automatic guided vehicle.
JP10083079A 1998-03-30 1998-03-30 Automatic guided vehicle and its charging control method Pending JPH11285109A (en)

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