JP2023050997A - Transportation cart dispatch support device and method - Google Patents

Abstract

【Theme】
It is an object of the present invention to enable a method of using a transport cart, particularly, vehicle dispatch support that is more suited to a moving route.
[Solution]
In order to solve the above problems, a transport cart dispatch support device 1 for dispatching a user from a plurality of transport carts 5 according to the present invention determines the position and charging rate of each of the plurality of transport carts 5. a storage unit 18 for storing data; an input unit 11 for receiving a vehicle allocation request from a user; a distance calculation unit 13 that calculates an autonomous travel distance indicating the travel distance of the autonomous travel route of each transport cart 5 using the position; and a transport cart to be dispatched based on the autonomous travel distance and the charging rate. 5 is provided.
[Selection diagram] Fig. 2

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mobile body capable of autonomous travel, and more particularly, to a technique for assisting the allocation of a carriage or a transport cart (hereinafter simply referred to as a transport cart) on which loads such as products are loaded.

Autonomous driving and driving support technology are currently being developed, and along with this, technology for dispatching vehicles capable of autonomous driving has also been proposed. Here, in the moving body, energy such as fuel and electricity is used to generate power. For this reason, it is necessary to consider the energy amount of the mobile object when dispatching the vehicle. Japanese Patent Laid-Open No. 2002-200001 proposes such a vehicle allocation that takes energy into consideration.

Patent Literature 1 aims to "enhance both the operating rate of autonomous vehicles used in dispatch services and prevent power outages while the vehicles are running". In order to deal with this problem, Patent Document 1 describes "a vehicle allocation system that accepts a vehicle allocation request from a user, selects an autonomous vehicle 40 that matches the received vehicle allocation request from among a plurality of autonomous vehicles 40, and allocates the vehicle." A plurality of autonomous vehicles 40 used in the dispatch system according to the present invention include a plurality of battery-equipped vehicles 40 whose energy source is an in-vehicle battery 43 that can be charged from the outside. When the charging rate of the vehicle-mounted battery drops, each of the above charges at the charging station 50. As a means for planning this charging, the vehicle allocation system according to the present invention includes a charging planning unit 22. The charging planning unit 22 performs charging. The upper limit charging rate of the vehicle-mounted battery 43 in the station 50 is changed according to the time zone." is disclosed.

JP 2019-82753 A

As described above, in Patent Document 1, the upper limit charging rate at the charging station is changed depending on the time period. In this way, if the upper limit charging zone is uniformly changed according to the time zone, there is a possibility that some moving objects will be insufficiently charged or have an excessively long charging time if they are used in a manner that does not match the characteristics of the time zone. Accordingly, an object of the present invention is to enable vehicle dispatch support that is more suited to the usage of mobile bodies, particularly to the route of travel.

In view of the above problems, the present invention provides vehicle dispatch support according to the planned movement route and the remaining energy level of the transport cart (moving body).

More specifically, in a transport cart dispatch support device for dispatching a user from a plurality of transport carts, a storage unit that stores the positions and remaining energy levels of the plurality of transport carts; an input unit that receives a vehicle allocation request from a carrier, a route specifying unit that identifies an autonomous travel route for each transportation cart to follow the vehicle allocation request, and a travel distance of the autonomous travel route of each transportation cart. A transport cart dispatch support device having a distance calculation unit that calculates an autonomous travel distance that indicates using the position, and a vehicle dispatch determination unit that determines a transport cart to be dispatched based on the autonomous travel distance and the remaining energy amount be.

The present invention also includes a transport cart dispatch support method using a transport cart dispatch support device. Furthermore, the present invention also includes a program that causes the transport cart dispatch support device to function as a computer and a storage medium that stores this program.

According to the present invention, it is possible to enable vehicle allocation support that is more suited to the usage of mobile bodies, particularly to the route of travel.

It is a figure which shows the example which applied embodiment of this invention to the collective housing (condominium). It is a figure which shows the example which applied embodiment of this invention to the commercial facility. 1 is a system configuration diagram of a transport cart dispatch support system for executing a dispatch support process in Embodiments 1 and 2 of the present invention; FIG. FIG. 2 is a hardware configuration diagram of a transport cart dispatch support device in Embodiments 1 and 2 of the present invention; 4 is a configuration diagram of a transport cart in Examples 1 and 2 of the present invention; FIG. FIG. 10 is a sequence diagram showing a processing flow of dispatch support processing in the first embodiment; 11 is a flow chart showing a processing flow of dispatch support processing in the second embodiment; FIG. 5 is a diagram showing transport cart management information used in Examples 1 and 2; FIG. 10 is a diagram showing usage history information used in Example 2; 4 is a diagram showing user information used in Example 1. FIG. FIG. 4 is a diagram showing a vehicle allocation table used in Examples 1 and 2;

Embodiments of the present invention will be described below. In this embodiment, a transport cart, which is a type of mobile body, will be described as an example. This transport cart uses electricity (storage battery) as a type of energy, and can travel autonomously. In addition, in this embodiment, the transport cart is dispatched in accordance with the planned moving route and the amount of charge, which is a type of energy. Also, the present embodiment can be applied to various situations. For example, FIG. 1A is a diagram showing an example in which the present embodiment is applied to a collective housing (condominium).

In FIG. 1A, a condominium 100 is provided with a charging station 101 for the transport cart 5 and a parking lot 102 having the charging station. The charging station 101 and the parking lot 102 are managed as collection places (return places) for storing the transport carts 5 . The user 200 can use a plurality of transport carts 5 to transport packages from the parking lot 102, the entrance/delivery lockers. The charging station is provided with a charging device 6 so that the transport cart 5 can be charged.

Then, the user 200 who is a resident who is the owner of the luggage loads the luggage such as the purchased product or the parcel for home delivery from the entrance or the parking lot 102 on the transport cart 5 and carries it to his/her own room. After shopping, the user 200 takes the car 201 from the store to the parking lot 102 and goes home to the condominium 100 . When using a home delivery service for Internet shopping or the like, the user 200 takes out a parcel from a home delivery box installed at the entrance and carries the parcel to his/her home using the carrier cart 5 . After that, the transport cart 5 returns to the collection place (return place) by autonomous travel. It is assumed that a manager resides in the condominium 100 of the present embodiment.

Further, each floor of the condominium 100 is provided with a temporary storage place for temporarily storing the transport cart 5 that has been used. This temporary storage place is not limited to each floor, and the charging device 6 may be provided or may not be provided.

FIG. 1B is a diagram showing an example in which the present embodiment is applied to commercial facilities (supermarkets, shopping malls, etc.). In FIG. 1B, a commercial facility 300 is provided with a charging station 302 for the transport cart 5 and a parking lot 303 having the charging station. These charging station 302 and parking lot 303 are managed as collection places (return places) for storing the transport carts 5 . Also, the user 200 enters the commercial facility 300 through the doorway 301 and loads the carrier cart 5 of the charging station 302 . Then, the user 200 makes a payment at the register 304 , puts the products for which payment has been made on the transport cart 5 , and carries them to the parking lot 303 . After that, the transport cart 5 returns to the collection place (return place) by autonomous travel. It is assumed that a manager who manages the transport cart 5 is present in the commercial facility 300 of the present embodiment. Also in this example, the charging station is provided with a charging device 6 so that the transport cart 5 can be charged.

In the examples shown in FIGS. 1A and 1B, the following Examples 1 and 2 are performed in order to realize the dispatch of the transport cart 5 that is easy for the user 200 to use. In the above embodiment, the charging station (101, 302) is described as the collection location of the transport carts 5, but it may not be the charging station. That is, the charging device 6 is not essential at the collection place.

Further, the present embodiment includes Example 1 in which vehicle allocation processing is performed when a vehicle allocation request is made, and Example 2 in which vehicle allocation processing is performed in advance according to the usage history of the transport cart. Each embodiment will be described below with reference to the drawings.

In the first embodiment, vehicle allocation processing is performed when a vehicle allocation request is made. The first embodiment will be described below in the order of configuration and processing flow.
<Configuration>
The configuration of this embodiment will be described below, but since the configurations of the first and second embodiments are substantially the same and can be shared, they will be described together. FIG. 2 is a system configuration diagram of a transport cart dispatch support system for executing the dispatch support process in the first and second embodiments. In FIG. 2 , the transport cart dispatch support system includes a transport cart dispatch support device 1 , a user terminal 2 , a manager device 3 , a transport cart 5 and a charging device 6 connected via a network 4 . An outline of each of these devices will be first described below, and details thereof will be described later when the processing flow is described. Details of the transport cart dispatch support device 1 and the transport cart 5 will be described separately.

First, the transport cart dispatch support device 1 performs the main processing of this embodiment, and is realized by a computer such as a server. The transport cart allocation support device 1 includes an input unit 11, a route identification unit 12, a distance calculation unit 13, a vehicle allocation determination unit 14, a utilization prediction unit 15, an autonomous traveling evaluation value calculation unit 16, an output unit 17, and a storage unit 18. have. Here, the input unit 11 and the output unit 17 input and output information related to vehicle dispatch support. Note that the storage unit 18 may be configured separately from the transport cart dispatch support device 1 .

Next, the user terminal 2 is a terminal used by the user 200, and is implemented by a smartphone, tablet, PC, or the like. The user terminal 2 executes the later-described processing according to a program (so-called application) used for personal identification and authentication for dispatching the transport cart 5 and using the transport cart 5 .

Next, the manager's device 3 is a computer used by the manager 300 and has a function of confirming the dispatch status and the position of the transport cart 5 .

Next, the transport cart 5 is loaded with cargo, has wheels, etc., and transports the cargo by the operation of the user 200 . The transport cart 5 of this embodiment has a self-propelled function in addition to the communication function.

Next, the charging device 6 is a device that charges the storage battery of the transport cart 5 like a so-called charging stand. Here, it is desirable that a plurality of these charging devices 6 be installed in the charging station. The charging device 6 is connected to the transport cart 5 by wire or by a non-contact charging technique, and charges the storage battery mounted on the transport cart 5 . Alternatively, it may be directly connected to a storage battery mounted on the transport cart 5 for charging. In this case, the charging station may be equipped with a mechanism for exchanging the storage battery mounted on the transport cart, or the storage battery may be exchanged manually by a janitor or the like. Finally, the network 4 connects the devices described above, and can be implemented on the Internet, but it is sufficient if it can transmit and receive various types of information. Therefore, at least part of the network 4 may be realized by the local network of the condominium 100 or the commercial facility 300 . In addition, in FIG. 2, the user terminal 2 and the transport cart 5 are performing wireless communication, and the others are performing wired communication, but the present invention is not limited to this. Furthermore, charging device 6 does not have to be connected to network 4 .

Next, FIG. 3 is a hardware configuration diagram of the transport cart dispatch support device 1 in the first and second embodiments. The transport cart dispatch support device 1 has a network I/F 81 (network interface), a processing device 82, a main storage device 83 and an auxiliary storage device 84, which are connected to each other via a communication path such as a bus. Here, the network I/F 81 connects with the network 4 and corresponds to the input section 11 and the output section 17 in FIG.

Next, the processing device 82 is implemented by a processor such as a CPU, and executes processing according to programs described later. The main storage device 83 is realized by a RAM (Random Access Memory) or the like, and programs are developed according to the processing of the processing device 82 . Further, the auxiliary storage device 84 is realized by storage such as ROM (Read Only Memory), HDD (Hard Disk Drive), SSD (Solid State Drive). The main storage device 83 and the auxiliary storage device 84 correspond to the storage section 18 in FIG.

The auxiliary storage device 84 stores a route identification program 841, a distance calculation program 842, a vehicle allocation determination program 843, a usage prediction program 844, an autonomous traveling evaluation value calculation program 845, a transportation cart management information 846, usage record information 847, and user information. 848 and a dispatch table 849 are stored. Of these programs, each program is distributed to the transport cart dispatch support device 1 via the network 4 or another storage medium. Thus, each program is stored in the storage medium. Also, each program may be integrated. Also, each program may be executed by another information device connected via the network 4 and only the execution results may be transferred to the main storage device 83 or the auxiliary storage device 84 via the network 4 .

Here, each unit shown in FIG. 2 that executes the same processing as each program is as follows.
Route identification unit 12: route identification program 841
Distance calculation unit 13: distance calculation program 842
Vehicle allocation determination unit 14: vehicle allocation determination program 843
Usage prediction unit 15: Usage prediction program 844:
Autonomous driving evaluation value calculation unit 16: autonomous driving evaluation value calculation program 845
Further, the transport cart management information 846 is information indicating the status of each transport cart 5 including at least the position and charging rate of the transport cart 5 . In Embodiments 1 and 2, the transport cart management information 846 further includes a return location, which is a collection location, and a usage history. Note that the usage history may be used only in the second embodiment and may be omitted in the present embodiment. Also, the charging rate is a kind of remaining energy such as (absolute) remaining charge or voltage in the storage battery, and may be used instead of or in combination with the charging rate.

Next, the usage record information 847 is information indicating the usage record of each transport cart 5 for each date and time, that is, for each time zone. This usage record includes the routes that have been used. Further, in this route, an autonomous travel route for autonomous travel and a manual travel route by the user may be separately managed. Note that the usage history information 847 is used only in the second embodiment, and can be omitted in the first embodiment.

Next, the user information 848 is information about the user 200, and indicates information about the route and place of use of the transport cart 5 of the user 200. FIG. Note that the user information 848 may be used only in the first embodiment and may be omitted in the second embodiment.

Finally, it is desirable that the vehicle allocation table 849 shows the schedule for each time zone as the vehicle allocation status, which is information indicating the vehicle allocation status for each transport cart 5 . The details of each of these pieces of information will be explained together with the processing flow using the flowcharts of the respective embodiments.

Next, FIG. 4 is a configuration diagram of the transport cart 5 in Examples 1 and 2. As shown in FIG. The transport cart 5 mainly includes a basket portion 51, wheels 52-1 and 52-2, and a grip portion 53. As shown in FIG. The basket portion 51 is loaded with cargo. Further, the wheels 52-1 and 52-2 move the transport cart 5 by the action of the user 200 or by the power of the drive unit 57, which will be described later. Moreover, the grip portion 53 is a portion that is gripped by the user 200 in order to move the transport cart 5 . In this embodiment, a so-called cart having a basket will be described, but embodiments 1 and 2 can be applied to a device such as a trolley that has a function of transporting cargo.

The transport cart 5 also has a reader 54, a communication section 55, a control section 56, and a drive section 57, which are connected to each other via a communication path such as a bus. The reader 54 is connected to the user terminal 2 by short-range wireless communication, and transmits and receives various information. Also, the communication unit 55 communicates with the network 4 by wireless communication.

The control unit 56 controls movement and communication of the transport cart 5 using a program and a dedicated line. For example, the control unit 56 makes the transport cart 5 available through communication between the reader 54 and the user terminal 2 . For this purpose, for example, the controller 56 unlocks the transport cart 5 . This locking includes applying a brake (not shown) of the transport cart 5 and stopping the drive unit 57 . As the name suggests, it also includes locking the transportation cart 5 (not shown). In the present embodiment, the transport cart 5 is normally in a usable state, and when the vehicle allocation process (reservation) is performed, the transport cart 5 is locked and the reservation is made. It is configured so that it cannot be used by anyone other than In this case, the lock can be released only by the person who made the reservation.

Further, the drive unit 57 drives the wheels 52-1 and 52-2 according to the control signal from the control unit 56, thereby realizing the self-propelled function. Here, the drive unit 57 includes a power source such as a motor and a storage battery. Then, the storage battery is charged from the charging device 6 . Note that when the charging device 6 is connected to the network 4 , the charging result including the charging rate of the transport cart 5 may be notified from the charging device 6 .

Further, the control unit 56 specifies the position of the transport cart 5 by a position grasping function such as a GPS function (not shown). Also, the control unit 56 detects the charging rate of the storage battery. Then, the control unit 56 uses the communication unit 55 to appropriately notify the transport cart dispatch support device 1 of these positions and charging rates via the network 4 .

Note that the functions of the reader 54 and the control unit 56 may be implemented by a cart management device provided at the return location of the transport cart 5 . In this case, when the identity is verified, the lock (for example, chain lock) installed on the transport cart 5 is released and the transport cart 5 becomes usable. Further, the reader 54 may read the personal information from the IC card and the controller 56 may unlock the IC card. Also, instead of the reader 54, a configuration for accepting an encryption code or a passcode may be provided. Also, a configuration for accepting a key or an electronic key for a common part of the condominium 100 may be provided.

Furthermore, the control unit 56 stores map information of the condominium 100, and based on this, outputs a control signal for autonomous travel. As a result, the transport cart 5 can travel autonomously, and for this purpose it is desirable to provide a sensor (not shown).

The configurations of Examples 1 and 2 have been completed above, and the processing flow of this example will be described with reference to the information used therein.
<Processing flow>
Although the processing flow of this embodiment will be described below, the units shown in FIG. FIG. 5 is a sequence diagram showing the processing flow of the dispatch support processing in this embodiment. In FIG. 5 , first, in step S<b>1 , the user terminal 2 notifies the transport cart dispatch support device 1 of a dispatch request in response to an input from the user 200 . The dispatch request includes at least user identification information for identifying the user 200, usage time, and usage start location. Note that the vehicle dispatch request may include the end-of-use location such as the transportation destination of the package. The vehicle allocation request may be registered in the form of pre-booking a schedule, or may be generated at a desired time.

Next, in step S2, the input unit 11 of the transport cart dispatch support device 1 receives the dispatch request. Next, in step S3, the route specifying unit 12 specifies a use start place (departure point) and a use end place (destination) of the transport cart 5 according to the dispatch request. Here, the use start place is a place where the user 200 loads a package, and is mainly assumed to include the parking lot 102 in FIG. 1A, the entrance hall/delivery locker, the entrance/exit 301 in FIG. be. However, in the condominium 100, the starting point may be one's own room, which is one's own home. Information included in the vehicle allocation request can be used for this use start location.

Further, the use end place is a place where the use of the transport cart 5 is ended, such as a place where the cargo is unloaded. As this example, the own room (room) of FIG. 1A, the parking lot 303 of FIG. 2, etc. are assumed. In addition, when the user's own room is set as the starting point in the condominium 100, the parking lot 102, the entrance hall, the garbage collection site, or the like can be assumed as the use ending place. If the use end location is specified in the dispatch request, it can be used. However, if the dispatch request does not include the usage end location, the route specifying unit 12 specifies this using the user identification information. This identification will be explained below. The route identification unit 12 searches for the user information 848 using the user identification information as a key. User information 848 is shown in FIG. User information 848 includes, for each user, the name, room number, user identification information, and the presence or absence of a parking lot. Further, in addition to the presence or absence of the parking lot 102, information specifying the position of the parking lot 102 may be included. This makes it possible to specify the usage start location and the usage end location more accurately. Here, the route identifying unit 12 identifies, from the user information 848, a record corresponding to the user identification information included in the distribution request. Then, when the use start place is one's own room, that is, other than the home, the route specifying unit 12 sets the room indicated by the room number of the specified record as the use end place. Alternatively, when the use start place is the home, the route specifying unit 12 sets any of the destination candidate places such as the entrance hall, the garbage dump, and the parking lot 102 as the use end place. At this time, for example, the place where the user 200 moves the longest distance from his/her home is set as the use end place. Alternatively, the usage end location may be statistically estimated from the user's past usage record. FIG. 9 is an example of the condominium 100 in FIG. 1A, and in the case of the commercial facility in FIG. In this case, the route identification unit 12 identifies the parking lot 303 as the usage end location for the user who has a private car. The user information 848 includes not only the presence or absence of a privately-owned car, but also the positional information of the parking lot, which is input by the user 200 or input by a sensor installed in at least one of the parking lot and the car, or recorded in the user terminal 2. It may be obtained from location information and stored. In this case, as the position of the parking lot 303, even the position where the car is actually parked can be specified. In addition, the route identification unit 12 identifies the entrance/exit 301 as the usage end location for the user who does not have a private car. Alternatively, if there is a public transportation station or stop near the commercial facility, the station or stop may be specified as the usage end point. Furthermore, by including the means of transportation used by the user in advance in the user identification information, it is possible to specify the end point of use with higher accuracy.

Next, in step S4, the route identifying unit 12 uses map information to identify an autonomous travel route along which the transport cart 5 autonomously travels using the electricity of the battery. For this purpose, the route specifying unit 12 uses the usage start location and the usage end location specified in step S2. This autonomous travel route is a route from the collection point or the like to the use start point and a route from the use end point to the return point such as the accumulation point. It is desirable that the transport cart dispatch support device 1 holds this map information.

An example of a method for calculating an autonomous driving route is shown. (1) In the case of taking luggage out of the condominium 100, the user's own room (for example, the 5th floor) is the starting place of use. In this case, the route from the charging station (or the place where the transport cart 5 is currently located) to the room in front of the user 200 on the 5th floor (or if there is a shared stop for the transport cart 5 on the 5th floor, the stop ), and the parking lot farthest from the charging station, which is the return location, among the candidate locations for the usage termination location. Autonomous driving route. (2) In the case of calling the parking lot 102, the parking position farthest from the charging station, which is the return location, is set as the usage start location.

Alternatively, if the user's parking position information is included in the user information 848 and the parking position can be identified, the use start location is identified in more detail based on the user's parking position information. Also, in this case, the use ending place is the room position specified by the room number of the user included in the user information 848 or the shared cart stop on the floor. In this case as well, two sections from the charging station (or the location where the transport cart 5 is currently located) to the usage start location and from the usage end location to the charging station (or the location to return to) form the autonomous travel route. In this embodiment, in (1) and (2), it is assumed that the user manually moves the transport cart from the use start place to the use end place. Therefore, autonomous driving is limited to two sections from the charging station (or the location where the transport cart 5 is currently located) to the usage start location, and from the usage end location to the charging station (or the location to which the transportation cart 5 should return). be done. However, the method of calculating the autonomous driving route is not limited to this. For example, in a condominium 100 in which mobile objects such as transport carts 5 of multiple types are operated, a different autonomous travel route is specified for each type of mobile object. For example, in a moving body that autonomously travels even when carrying a load, the autonomous travel route includes the entire route including the travel route between the usage start location and the usage end location in addition to the two sections.

For example, in the case of a mobile object that provides a service that collects garbage at the entrance of each room and autonomously transports the garbage to the garbage collection site, use ends in front of the room where the charging station starts and in front of the room. The three sections from the garbage collection site, which is the location, and the garbage collection site, which is the usage end location, to the charging station, which is the return location, are all specified as autonomous driving routes.

Furthermore, it is also possible to set waypoints according to the service of the mobile body, and to set the autonomous driving route in consideration of the movement to each waypoint. For example, in the case of a mobile object that has a garbage collection area on each floor and collects the garbage from each floor to a garbage collection area on a specific floor such as the 1st floor, the mobile object moves from the charging station to the topmost point, which is the starting point of use. After moving to the garbage collection area on the floor, move from the top garbage collection area to the garbage collection area on the floor where garbage is collected, which is the transit point. , and then move to the garbage collection point on the floor where the garbage is collected. In this way, the garbage collection sites on all floors are patrolled in order, and finally the robot returns to the charging station, which is the return point. All routes in between are identified as autonomous driving routes. In addition, when such a service is provided, the floor patrolling order is not limited to the above. For example, the patrol may be carried out sequentially from the lowest floor to the upper floor, or the order of patrol may be determined according to the amount of garbage at the garbage collection point on each floor. In addition, it is not always necessary to pass through each floor only once, and the number of times of passing through is predicted in advance depending on the amount of trash, and for floors with a large amount of trash, the number of times of passing is estimated from the load capacity of the moving object and the amount of trash. , and accordingly, an autonomous travel route may be identified that passes through a plurality of floors.

In addition, it is not necessary for a single moving body to do everything. For example, if the moving body runs out of energy after patrolling half of the floors, the moving body with insufficient energy will return to the charging station. , and control may be performed to sequentially patrol the floors to which the moving body lacking energy to return the other moving body has not yet patrolled. Alternatively, the patrol route may be divided in advance, the routes of patrol floors to be assigned to a plurality of mobile bodies may be calculated and assigned, and the autonomous travel routes may be specified so that the mobile bodies patrol in parallel. In other words, the route identification unit 12 divides the autonomous driving route into divided autonomous driving routes based on the conditions for returning to the remaining energy level, and assigns each of the plurality of mobile bodies to the divided autonomous driving routes. , allowing multiple moving bodies to share and patrol the autonomous driving route.

Furthermore, the route identification unit 12 performs a process of allocating each mobile body to the divided autonomous driving route in a predetermined order and allocating a plurality of mobile bodies to the divided autonomous driving route in parallel. The configuration may be such that the processing to be performed is selectively executed. In other words, it is possible to select a vehicle allocation in a predetermined order and a parallel vehicle allocation.

Next, in step S5, the distance calculation unit 13 calculates an autonomous travel distance indicating the distance of the identified autonomous travel route using map information. From this, the electricity consumption of the battery can be estimated.

Next, in step S6, the vehicle allocation determination unit 14 searches the vehicle allocation table 849 for an empty cart during the usage time included in the vehicle allocation request. FIG. 10 shows the vehicle allocation table 849 . The vehicle allocation table 849 records the return location (collection location) and schedule for each transportation cart 5 . In the schedule, vehicle allocation (reservation) status is recorded for each time slot. Here, the vehicle allocation determining unit 14 extracts the transport carts 5 whose usage time schedule included in the vehicle allocation request is "(empty)" as empty carts. A predetermined position may be continuously used as the return location, or the return location of each transport cart 5 may be dynamically changed according to the situation. Also, the schedule may be determined individually based on the usage start time and the usage end time instead of the fixed time period.

Next, in step S<b>7 , the vehicle allocation determination unit 14 identifies the positions and charging rates of the empty carts retrieved in step S<b>6 from the transportation cart management information 846 . FIG. 7 is a diagram showing the transport cart management information 846 used in this embodiment. The transport cart management information 846 is information indicating the status of each transport cart 5, including at least its position and charging rate. Furthermore, in a situation where multiple types of moving bodies are operated, a table of transport cart management information 846 is held for each type of moving body. Alternatively, information specifying the type of mobile object may be added to the transport cart management information 846 .

Next, in step S8, the vehicle allocation determination unit 14 sorts the empty carts searched in step S6 based on their charging rates and positions. Specifically, the vehicle allocation determination unit 14 sorts the vehicles in descending order of charging rate or in descending order of proximity to the use start position. In other words, the vehicle allocation determination unit 14 sorts in order of priority of vehicle allocation. Therefore, information other than the charging rate and position may be used, or a combination of these may be used for sorting. Further, in an environment where there are multiple types of moving bodies, by including information that can identify the use of the user in the vehicle allocation use, moving bodies that are not suitable for the use may be excluded from the sorting. This makes it possible to select only mobile units suitable for the application.

Next, in step S9, the autonomous traveling evaluation value calculation unit 16 calculates the autonomous traveling evaluation value of the empty cart with the highest sorted rank. This autonomous traveling evaluation value is an index indicating the possibility that the corresponding empty cart can complete the autonomous traveling distance calculated in step S5. For this reason, the autonomous traveling evaluation value calculation unit 16 calculates the autonomous traveling distance at the charging rate of the empty cart using a predetermined formula. Then, the autonomous driving evaluation value calculation unit 16 compares this with the calculated autonomous driving distance to calculate the autonomous driving evaluation value. Here, the autonomous driving evaluation value is set to 1 when the charging rate is 0 when traveling on the autonomous driving route, and 0 when autonomous driving is completely impossible, and the value is distributed according to the distance in which autonomous driving is possible. can be assumed.

Note that the calculation of the autonomous driving evaluation value is not limited to this example, and may be calculated using statistical processing or the like. In this embodiment, the autonomous driving evaluation value calculation unit 16 calculates the autonomous driving evaluation value, but the vehicle allocation determination unit 14 may perform the calculation. Also, the autonomous driving evaluation value calculation unit 16 may be provided in the vehicle allocation determination unit 14 .

Also, the autonomous driving evaluation value may include other elements. For example, when using an elevator within the movable range, for example, an elevator installed in the condominium 100 when the transport cart 5 moves, the operating status of the elevator may be included in the autonomous travel evaluation value. For this reason, the autonomous traveling evaluation value calculation unit 16 lowers the autonomous traveling evaluation value when the elevator operating amount (for example, the operating rate, the number of times of operation, the operating distance, etc.) is high, and the autonomous traveling evaluation value when the elevator operating amount is low. Raise the evaluation value. That is, the autonomous traveling evaluation value calculation unit 16 calculates the autonomous traveling evaluation value according to the elevator operating rate. As a result, in step S10, which will be described later, the vehicle allocation determination unit 14 can actively allocate vehicles with a low elevator operation rate.

Next, in step S10, the vehicle allocation determination unit 14 uses the autonomous travel evaluation value to determine whether the empty cart can autonomously travel the autonomous travel route identified in step S4. Here, it is desirable that the autonomous traveling evaluation value is compared with a predetermined value for determination. In other words, the vehicle allocation determination unit 14 determines that it is possible when it is equal to or greater than the predetermined value, and determines that it is not possible when it is less than the predetermined value. As a result of this determination, if possible (YES), the process proceeds to step S11. If it is not possible (NO), the process returns to step S9, and the autonomous traveling evaluation value calculation unit 16 calculates the autonomous traveling evaluation value for the next empty cart in the sort order. Then, steps S9 and S10 are repeated until it is determined that autonomous travel is possible. Note that when there is no empty cart that can autonomously travel, it is desirable that the vehicle allocation determination unit 14 uses the output unit 17 to notify the user terminal 2 that the transport cart 5 cannot be used. The notification to the user 200 may provide an interface for notifying the expected availability time together with the unavailability and accepting reservations. As the estimated usable time, the time period when the next empty transport cart will be available, or the estimated time when the current use will end based on the past use history may be used.

In addition, when there is no empty cart that can autonomously travel, the return location of the autonomous travel route is changed to a route that returns to a temporary storage location closer to the usage end location, and the vehicle dispatch determination unit 14 calculates the autonomous travel evaluation value. The unit 16 may calculate the autonomous traveling evaluation value. As a result, the distance required for returning can be reduced, and the next dispatch request can be responded to more quickly. At the stage when the user has finished using the vehicle and performed an operation to return by autonomous driving, an interrupt may be accepted so that the next dispatch request can be received. Also, the return location on the autonomous travel route may be determined according to the autonomous travel evaluation value. Further, re-evaluation may be performed under the condition that only one of the movement from the current location to the usage start location and the movement from the usage end location to the return location is set as the autonomous driving route. In this case, movement other than the autonomous driving route is manually driven by the user.

Next, in step S<b>11 , the output unit 17 transmits a dispatch instruction to the relevant transport cart 5 . This vehicle allocation instruction includes at least the usage start location specified in step S3 and the usage time included in the vehicle allocation request, and may include the usage end location, return location, and user identification information of the user who requests the vehicle allocation. . Note that the return location may be determined for each transport cart 5 and omitted from this notification.

This notification may be executed when the utilization time of the vehicle allocation request is detected, or transmission of a vehicle allocation instruction including the utilization time as reservation information may be executed.

In addition, in step S11, the vehicle allocation determination unit 14 records that the vehicle has been allocated to the corresponding schedule in the vehicle allocation table 849. FIG. In addition, it is desirable that the vehicle allocation determination unit 14 records the actual vehicle allocation in the usage history of the transport cart management information 846 .

Next, in step S12, the transport cart 5 that has received the transport instruction autonomously travels to the use start location (departure point), that is, starts moving. Next, when the control unit 56 detects the usage time, it outputs a control signal for controlling autonomous travel to the usage start location, and the driving unit 57 drives the wheels 52-1 and 52-2. Then, the transport cart 5 moves to the usage start location.

As a result, the user 200 loads the cargo on the transport cart 5 at the usage start location, manually drives the transportation cart 5 to the usage end location, and transports the cargo. After the cargo has been transported, the transport cart 5 resumes autonomous travel, that is, autonomous travel to the return location.

Also, during autonomous travel, the transport cart 5 notifies the transport cart dispatch support device 1 of its own charging rate and travel position in step S13. It is desirable that this notification be periodically and appropriately performed. In addition, in this step, the control unit 56 detects the charging rate and the travel position, and notifies them using the communication unit 55 . It should be noted that the time when the transport cart 5 notifies the transport cart dispatch support device 1 of information such as the charging rate and the travel position is not limited to autonomous travel. The charging rate and travel position may be notified even when the user is manually traveling. As a result, the transport cart dispatch support device 1 can continuously acquire the latest state of the transport cart 5 . In addition, by also transmitting the driving state of autonomous driving or manual driving, it is possible to accumulate the route actually used in each driving state as a usage history. As a result, it becomes possible to statistically and precisely estimate the usage end location.

Next, in step S14, the autonomous traveling evaluation value calculation unit 16 of the transport cart dispatch support device 1 updates the autonomous traveling evaluation value calculated in step S13 using the charging rate and traveling position notified in step S13. do. For this reason, the input unit 11 periodically receives the charging rate and travel position notified in step S13, and these information in the storage unit 18 are updated and used in this step.

This step is executed to cope with the latest situation, assuming that the distance that can be autonomously traveled will change due to the weather or circumstances that cannot be assumed in step S13 (such as wheel spin). More specifically, the autonomous driving evaluation value calculation unit 16 uses the distance calculation unit 13 to calculate the autonomous driving distance required from now on using the autonomous driving distance calculated in step S5 and the notified position. Calculate Then, the autonomous driving evaluation value calculation unit 16 calculates the autonomous driving evaluation value using the autonomous driving distance and the notified charging rate. As a result, the autonomous travel evaluation value is updated. In addition, when the transport cart 5 is equipped with an energy regeneration system, energy may be regenerated by manual travel, and the charging rate may be higher than at the time of return. In this case, too, the autonomous driving distance can be calculated more precisely by performing re-evaluation.

Next, in step S15, the vehicle allocation determination unit 14 determines whether autonomous driving is possible even with the updated autonomous driving evaluation. This is determined in the same manner as in step S10. As a result of this determination, if it is possible (YES), this processing is terminated. If it is not possible (NO), the vehicle allocation determining unit 14 executes autonomous driving impossible handling processing. This processing includes (1) changing the return location and (2) notifying that autonomous travel is not possible. Only one of (1) and (2) may be executed, or both may be executed.

Here, for (1), the vehicle dispatch determination unit 14 changes the return location to temporary storage as described in step S10. As for (2), the dispatch determination unit 14 uses the output unit 17 to notify the user terminal 2 and the administrator device 3 that it is difficult to return to the return location.

Then, in steps S18 and S19, the user terminal 2 and the manager device 3 receive the fact that the transport cart 5 is difficult to return. As a result, it becomes possible for the user 200 or the administrator to return the transport cart 5 manually. It is desirable that the user terminal 2 and the administrator device 3 receive the position of the transport cart 5 in the notification at step S16. The notification to the user terminal 2 not only prompts the user who used the vehicle immediately before to return it manually, but also prompts the user who requested the next vehicle to return the transport cart 5 that is difficult to return to. may be notified to encourage the use of For example, for a user who wishes to have a vehicle delivered to the front of the room, both the transportation cart 5 that is dispatched from the 1st floor and the transportation cart 5 that is temporarily stored because it is difficult to return on the same floor are presented as available transportation carts. You may In this case, it is more likely that the transport cart that is temporarily stored on the same floor can be used more quickly, although it takes time to manually move the transport cart. Therefore, the convenience of the user is further improved by providing options. Furthermore, when the transportation cart 5 that makes it difficult to return is used or when the return is performed manually, the user is given rewards including discounts and points, thereby making it difficult for the user to return. The use of the transport cart 5 may be encouraged. The points given as rewards may be points that can be used for discounts on usage fees, or points that can be used for preferential use when multiple users make duplicate reservations.

This is the end of the description of this embodiment. Here, in the case of the transport cart 5, the autonomous travel route is fixed to some extent. For example, in the case of the commercial facility 300, this route includes a return route from a parking lot after shopping to a return location. Also, the movement from the collection place (return place) to the reservation place is also fixed, such as the user's room or the entrance/exit 301 of the commercial facility 300 . In this embodiment, this characteristic can be used to accurately identify the autonomous driving route. In addition, as in steps S13 and S14, the autonomous travel route is updated as appropriate during autonomous travel, so the accuracy of the autonomous travel evaluation value can also be improved.

Next, a description will be given of a second embodiment in which pre-allocation processing is performed according to the actual usage of the transport carts. Since the configuration of the second embodiment has already been described in the first embodiment, the processing flow will be described here with reference to the information used in the present embodiment.
<Processing flow>
As in the first embodiment, the second embodiment also uses the units shown in FIG. FIG. 6 is a flow chart showing the processing flow of the dispatch support processing in this embodiment.

First, this flow is started periodically at a predetermined timing. Then, in step S<b>21 , the route identification unit 12 reads the usage record information 847 from the storage unit 18 . This usage record information 847 is shown in FIG. The usage record information 847 records the usage status of each transport cart 5 for each date and time (time zone).

Next, the usage prediction from step S22 to step S31 is performed by the usage prediction unit 15 using each unit as follows. Each of these steps may be performed by the usage prediction unit 15 itself, or may be performed independently by each unit.

First, in step S<b>22 , the route specifying unit 12 predicts the usage start location (departure location) and the usage end location (destination) of the transport cart 5 in each time period based on the usage record information 847 . For this reason, the utilization prediction unit 15 predicts a predicted vehicle allocation request. This can be realized by using the actual usage record as it is, or by predicting the vehicle allocation request using AI or the like. For example, using AI and statistical processing based on usage records, the probability of occurrence of movement between each usage start location and usage end location in each time period is estimated, and movement between locations with occurrence probability above a certain level occurs It is realized by creating a dispatch request that is predicted as a thing. Then, the route specifying unit 12 predicts the usage start location (departure location) and the usage end location (destination) of the transport cart 5 in the same process as in step S3 using the predicted vehicle allocation request.

Next, in step S23, the usage prediction unit 15 predicts the number of transport carts 5 to be distributed to each return location (charging station or temporary storage location) in each time slot based on the usage record information 847. FIG. For example, assuming that there will be movement to the use start location of the vehicle allocation request in the next time period, the distribution of each return location is the movement from each return location to the use start location of the vehicle allocation request as the destination. Allocate so that the sum of distances is minimized. Furthermore, it may be distributed in consideration of whether or not it is possible to return from the use end location of the next vehicle allocation request or not. Alternatively, the floors are grouped based on the number of transport carts 5 provided or available so that the amount of demand generated is uniform, and the transport carts 5 are placed in charging stations or temporary storage areas belonging to each floor group. may be distributed one by one. In this step, not all the transport carts 5 are returned to the predetermined charging station, but at least some of them are returned to the temporary storage location according to the amount of demand generated so that the travel distance of the next delivery will be short. It is characterized by allocating return locations. As a result, the travel distance of the transport cart 5 can be reduced. Especially in condominiums, elevators can become a bottleneck for movement, so by reducing elevator boarding as much as possible, the time required for allocating transport carts 5 can be reduced, and ordinary residents' movement between floors can be prevented. can prevent it from happening.

Next, in step S24, the route identification unit 12 predicts the autonomous driving route by the same processing as in step S4. Next, in step S25, the distance calculation unit 13 predicts the autonomous travel distance indicating the distance of the predicted autonomous travel route by the same processing as in step S5.

Next, in step S26, the vehicle allocation determination unit 14 predicts empty carts by the same processing as in step S6. Next, in step S27, the dispatch determination unit 14 predicts the position and charging rate of each empty cart predicted in step S26. For this reason, the dispatch decision unit 14 uses the actual usage information 847 to estimate the traveled distance up to the predicted time, and predicts the charging rate and position.

Next, in step S28, the vehicle allocation determining unit 14 extracts one empty cart predicted in step S26. Then, in step S29, the autonomous traveling evaluation value calculation unit 16 estimates the autonomous traveling evaluation value of the extracted empty cart by the same processing as in step S9.

Next, in step S30, the vehicle allocation determination unit 14 determines a storage location (return location) for the extracted empty cart based on the autonomous travel evaluation value. For this reason, the carrier cart 5 with a higher charging rate is assigned to a storage location with a larger number of distribution carts estimated in step S23. In this embodiment, step S30 is executed one by one, but step S29 may be executed for each empty cart, and then step S30 may be executed. Also, the allocation to the storage location may be determined using a value other than the autonomous driving evaluation value. It is sufficient if the number of transport carts 5 can be determined according to the predicted demand (use prediction) of the transport carts 5 .

Then, in step S31, the vehicle allocation determination unit 14 determines whether or not there is an empty cart predicted in step SS26 that has not been processed in step S28 and subsequent steps. As a result, if there is, the process returns to step S28. If not, the processing flow ends.

In addition, the utilization prediction part 15 is good also as a structure which predicts the demand amount of an elevator. In this case, the usage prediction unit 15 acquires operating status data indicating the operating status of the elevator, and uses this to predict the demand. Elevator operating status data preferably includes hourly operating volume (operating rate, number of operations, and operating distance) and location of use including floors to be stopped. In this case, the usage forecasting unit 15 forecasts demand data including the amount of demand at each usage location for each time period. The amount of demand includes the rate of operation, the number of times of operation, and the distance of operation of the elevator, as well as the amount of operation.

Further, in step S29 described above, the autonomous driving evaluation value calculation unit 16 calculates the autonomous driving evaluation value according to the predicted demand amount. Then, in step S30 described above, the vehicle allocation determining unit 14 determines the vehicle allocation time and the vehicle allocation location of the transport cart 5 based on the predicted demand data.

In this case, the vehicle allocation determination unit 14 determines, as the vehicle allocation location, the return location that is close to the usage location where the demand for the transport carts 5 is relatively high at this vehicle allocation time. In addition, the vehicle allocation determining unit 14 determines the vehicle allocation time to be a time period before the time period in which the demand for the transport carts 5 is relatively high and in which the demand for the elevator is relatively low. In addition, the time period in which the demand amount is relatively low may be the time period corresponding to a predetermined number of times, such as the highest rank, as a result of comparison with other time periods. The same applies to locations where demand is relatively high. Furthermore, the return location close to the usage location may be a location that satisfies conditions such as a predetermined distance, in addition to the closest return location to the usage location. According to the present embodiment described above, it is possible to specify the number of transport carts 5 to be arranged in advance according to the amount of demand. Note that the first and second embodiments may be executed together or may be independent as individual functions.

The description of Examples 1 and 2 of the present invention is completed above, but the present invention includes various modifications limited to these. In addition to the transport cart 5, various moving bodies such as electric vehicles, self-propelled robots, and vacuum cleaners are also included.

REFERENCE SIGNS LIST 1 transportation cart allocation support device 11 input unit 12 route identification unit 13 distance calculation unit 14 vehicle allocation determination unit 15 usage prediction unit 16 autonomous traveling evaluation value calculation unit 17 output unit , 18... Storage unit, 2... User terminal, 3... Manager device, 4... Network, 5... Transport cart, 6... Charging equipment

Claims (20)

In a transport cart dispatch support device for dispatching a user from a plurality of transport carts,
a storage unit that stores the position and remaining energy of each of the plurality of transport carts;
an input unit that receives a vehicle dispatch request from a user;
a route specifying unit that specifies an autonomous travel route on which the transport cart autonomously travels according to the dispatch request for each transport cart;
a distance calculation unit that calculates an autonomous travel distance indicating the travel distance of the autonomous travel route of each transport cart using the position;
A transport cart allocation support device having a vehicle allocation determination unit that determines a transport cart to be allocated based on the autonomous travel distance and the remaining energy. In the transport cart dispatch support device according to claim 1,
The transport cart dispatch support device, wherein the route specifying unit specifies a return location of the transport cart on the autonomous travel route according to the remaining energy amount. In the transport cart dispatch support device according to claim 2,
The transport cart dispatch support device, wherein the route specifying unit specifies either the collection place of the transport carts or the temporary storage place of the transport carts as the return place according to the remaining amount of energy. In the transport cart dispatch support device according to claim 2,
the storage unit updates and stores the position and the remaining energy;
The route identification unit dynamically identifies the return location using the updated position and the remaining amount of energy when the dispatched transportation cart travels autonomously. In the transport cart dispatch support device according to claim 4,
The transport cart dispatch support device, wherein the route specifying unit changes the determined return location when the dispatched transport cart travels autonomously. In the transport cart dispatch support device according to claim 1,
further comprising a usage prediction unit that performs usage prediction for the demand amount of the transport cart,
The route identification unit predicts an autonomous travel route on which the transport cart autonomously travels according to the usage prediction,
The distance calculation unit predicts an autonomous travel distance of the predicted autonomous travel route using the position,
The transportation cart allocation determination unit determines a location where the transportation cart is arranged according to the predicted autonomous travel distance and the remaining energy amount. The transport cart dispatch support device according to any one of claims 1 to 6,
Further, using the calculated autonomous traveling distance and the remaining energy amount, an autonomous traveling evaluation value indicating the possibility of autonomous traveling to a return location on the autonomous traveling route for each of the plurality of transportation carts is calculated. Having a travel evaluation value calculation unit,
The transport cart allocation support device, wherein the vehicle allocation determination unit determines a transport cart to be allocated according to the calculated autonomous traveling evaluation value. In the transport cart dispatch support device according to claim 1,
The route identification unit divides the autonomous traveling route into divided autonomous traveling routes based on return conditions according to the remaining energy levels of the plurality of transportation carts in response to a vehicle dispatch request for circulating through points designated in advance. and assigning each of the plurality of transport carts to the divided autonomous travel route, thereby enabling the plurality of transport carts to share the work of circulating the autonomous travel route. In the transport cart dispatch support device according to claim 8,
The route specifying unit allocates each of the plurality of transport carts to the divided autonomous driving routes in a predetermined order and allocates each of the plurality of transport carts to the divided autonomous driving routes in parallel. A transportation cart dispatch support device that selectively executes a process of dispatching a transport cart. In the transport cart dispatch support device according to claim 7,
further comprising a usage prediction unit that performs usage prediction for the demand amount of the elevator based on the demand amount of the transportation cart and the operation status data of the elevator within the operation range of the transportation cart;
The autonomous traveling evaluation value calculation unit calculates an autonomous traveling evaluation value according to the demand amount of the elevator,
The vehicle allocation determination unit specifies, as a vehicle allocation time, a time period in which the demand for the transport carts is relatively low before a time period in which the demand for the transport carts is relatively high, and a time period for which the demand for the transport carts is relatively high. (2) a transport cart dispatch support device that specifies, as a dispatch place, a return place close to a utilization place where the demand for the transport cart is relatively large; In a transport cart dispatch support method for dispatching a user from a plurality of transport carts using a transport cart dispatch support device,
storing the position and remaining energy of each of the plurality of transport carts in a storage unit;
The input unit accepts a dispatch request from the user,
a route specifying unit specifying an autonomous travel route for each of the transport carts to autonomously travel in accordance with the dispatch request;
calculating, by a distance calculation unit, an autonomous travel distance indicating the travel distance of the autonomous travel route of each transport cart using the position;
A transportation cart allocation support method, wherein a transportation cart allocation determination unit determines a transportation cart to be allocated based on the autonomous travel distance and the remaining energy amount. In the transport cart dispatch support method according to claim 11,
A transportation cart dispatch support method in which the route identification unit identifies a return location of the transportation cart on the autonomous travel route according to the remaining energy amount. In the transport cart dispatch support method according to claim 12,
The transport cart dispatch support method, wherein the route specifying unit specifies either the collection place of the transport carts or the temporary storage place of the transport carts as the return place according to the remaining amount of energy. In the transport cart dispatch support method according to claim 12,
updating and storing the position and the remaining energy in the storage unit;
A transportation cart dispatch support method in which the route identification unit dynamically identifies the return location using the updated position and the remaining amount of energy when the dispatched transportation cart travels autonomously. In the transport cart dispatch support method according to claim 14,
A carrier cart dispatch support method for changing the return location determined by the route specifying unit when the dispatched carrier cart travels autonomously. In the transport cart dispatch support method according to claim 11,
The transportation cart dispatch support device further has a usage prediction unit that performs usage prediction for the demand amount of the transportation cart,
predicting, by the route identifying unit, an autonomous travel route along which the transport cart autonomously travels according to the usage prediction;
Predicting the autonomous travel distance of the predicted autonomous travel route by the distance calculation unit using the position,
A transportation cart dispatch support method in which the transportation cart allocation determining unit determines the placement location of the transportation cart according to the predicted autonomous travel distance and the remaining energy amount. In the transport cart dispatch support method according to any one of claims 11 to 16,
Furthermore, the transport cart dispatch support device has an autonomous travel evaluation value calculation unit,
Autonomy indicating the possibility of autonomous travel to a return location on the autonomous travel route for each of the plurality of transport carts, using the autonomous travel distance and the remaining energy amount calculated by the autonomous travel evaluation value calculation unit. Calculate the running evaluation value,
A transportation cart allocation support method, wherein the vehicle allocation determination unit determines a transportation cart to be allocated according to the calculated autonomous traveling evaluation value. In the transport cart dispatch support method according to claim 11,
The route identification unit divides the autonomous travel route into divided autonomous travel routes based on return conditions according to the remaining energy levels of the plurality of transportation carts in response to a vehicle dispatch request for circulating through points designated in advance. and assigning each of the plurality of transportation carts to the divided autonomous travel route, thereby making it possible for the plurality of transportation carts to tour the autonomous travel route in a shared manner. In the transport cart dispatch support method according to claim 18,
A process of assigning each of the plurality of transport carts to the divided autonomous driving routes in a predetermined order and allocating the vehicles by the route specifying unit, and allocating the plurality of transport carts to the divided autonomous driving routes in parallel. A transportation cart dispatch support method for selectively executing a process of dispatching a transport cart. In the transport cart dispatch support method according to claim 17,
The transport cart dispatch support device further has a usage prediction unit that predicts the demand for the elevator based on the demand for the transport cart and the operation status data of the elevators within the operating range of the transport cart. ,
The autonomous traveling evaluation value calculation unit calculates an autonomous traveling evaluation value according to the demand amount of the elevator,
The vehicle allocation determining unit specifies, as a vehicle allocation time, a time period in which the demand for the elevator is relatively low before a time period in which the demand for the transport cart is relatively high, and a time period for which the demand for the transport cart is relatively high. (2) a transportation cart dispatch support method for specifying, as a dispatch location, a return location adjacent to a usage location where demand for the transportation cart is relatively high;

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