JPH02254509A - Charging area management device for unmanned vehicle systems - Google Patents

Abstract

PURPOSE:To efficiently operate plural unattended vehicles by starting the unattended vehicle whose charging time is longest out of unattended vehicles in all charging stations to the next process area based on arrival of an unattended vehicle at a charging area at the time of charging unattended vehicles in all charging stations of the charging area. CONSTITUTION:Charging stations 7 to 9 provided with chargers 7a to 9a are arranged in a charging area 4 on the outside of a guide line 3. A control board 12 which collectively controls these chargers 7a to 9a is provided on the side of these chargers. If unattended vehicles 2 are charged in all charging stations of the charging area 4 at the time of arrival of an unattended vehicle 2 at the charging area 4, the unattended vehicle 2 whose charging time is longest among unattended vehicles in all charging stations is started to a parts loading area. When the started unattended vehicle departs from the charging area 4, the arriving unattended vehicle 2 is guided to the charging station and is charged. Thus, the number of unattended vehicles on a running course other than the charging area is kept constant to efficiently operate plural unattended vehicles.

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to a charging area management device for an unmanned vehicle system equipped with a battery as a driving power source. [Prior Art] Conventionally, as an unmanned vehicle system used in place of a belt conveyor in assembly lines in factories and the like, there is a parts assembly line shown in FIG. 7, for example. The plurality of unmanned vehicles 2 on this parts assembly line 1 are equipped with batteries as a driving power source, and travel along a predetermined travel route. That is, each unmanned vehicle 2 detects a direction instruction signal and a speed instruction signal flowing through a guide wire 3 laid on the floor,
Based on the detection signal, a motor (not shown) is driven to travel in the direction of the arrow. Parts assembly line 1 has charging area 42 and parts loading area 5.
One assembly area 6 and the like are sequentially covered, and each unmanned vehicle 2 runs at a slow speed in the work areas such as the parts loading area 59 and the assembly area 6. As each unmanned vehicle 2 travels, parts loading area 5
Various parts are loaded onto the unmanned vehicle 2, and the various loaded parts are assembled in the assembly area 6, and the assembly of the parts is completed at the end point of the assembly area 6. and,
After the completed parts are unloaded between the assembly area 6 and the charging area 4, the batteries of each unmanned vehicle 2 are charged in the charging area 4 for a predetermined period of time. [Problems to be Solved by the Invention] However, in the conventional parts assembly line 1 described above, when unmanned vehicles are being charged at all the charging stations in the charging area, even if the unmanned vehicles arrive at the charging area 4, each If the charging time of the unmanned vehicle 2 does not reach the predetermined time, the arriving unmanned vehicle must be kept on standby, and charging cannot be performed efficiently. In addition, in the waiting state for arriving unmanned vehicles, the number of unmanned vehicles on the parts assembly line 1 reaches the predetermined number until the unmanned vehicles 2 that are charging finish charging for a predetermined time and depart toward the parts loading area 5. Therefore, there is a problem that multiple unmanned vehicles cannot be operated efficiently. This invention was made in order to solve the above problem, and its purpose is to charge the unmanned vehicle based on the arrival of the unmanned vehicle to the charging area when the unmanned vehicle is being charged at all the charging stations in the charging area. By launching the unmanned vehicle with the longest charging time to the next process area among the unmanned vehicles at all charging stations, the number of unmanned vehicles on the driving route other than the charging area can be kept constant and multiple unmanned vehicles can be used efficiently. To provide a charging area management device for an unmanned vehicle system that can be operated efficiently and efficiently charged at an unused charging station without making arriving unmanned vehicles wait. [Means for Solving the Problems] In order to achieve the above object, the present invention includes a plurality of unmanned vehicles each equipped with a battery as a driving power source and traveling along a predetermined travel route, and a plurality of unmanned vehicles installed in the middle of the travel route. A charging area, a plurality of charging stations installed in the charging area and equipped with chargers for charging the batteries of each unmanned vehicle, and an unmanned vehicle guided to the charging station using the charger. In a charging area management device for an unmanned vehicle system, which includes a charging control means for charging, when the unmanned vehicle is being charged at all the charging stations, the charging area management device for the unmanned vehicle system The gist of the present invention is a charging area management device for an unmanned vehicle system that is equipped with a start control means for launching the unmanned vehicle with the longest charging time to the next process area among the unmanned vehicles in the area. [Function] Unmanned at all charging stations When a car is being charged, when an unmanned car arrives at the charging area, the start control means causes the car with the longest charging time to start to the next process area among the unmanned cars at all the charging stations. [Embodiment 1] Hereinafter, an embodiment in which the present invention is applied to a parts assembly line will be described in detail with reference to FIGS. Since it is the same as the example, the description will be omitted.As shown in FIG.
First to third charging stations 7 to 9 with 9a are arranged outside the guide wire 3. In this embodiment, the chargers 7a to 9a are of a constant voltage constant current type. First to third charging stations 7
Spin turn areas 11 are provided on the guide wires 3 corresponding to 9, and when the unmanned vehicle 2 enters each charging station or departs from each charging station, the unmanned vehicle 2 rotates in the spin turn area 11. Have 2 do a spin turn. A control panel 12 is provided on the sides of the first to third chargers 7a to 9a to collectively control these chargers 7a to 9a. Optical communication units 13 to 15 for charging are arranged on one side of each charging station 7 to 9, and these optical communication units 13 to 15 are connected to the unmanned vehicle 2 in each charging station 7 to 9.
When the unmanned vehicle 2 is being detected, a high-level charging station arrival detection signal SG4 shown in FIG. 5 is output to the control panel 12. In addition, an entrance optical communication unit 17 is provided on the entrance side (lower side in FIG. 1) of the charging area 4, and the optical communication unit 17 communicates with When the approaching unmanned vehicle 2 is detected, the high level charging area arrival detection signal SG3 shown in FIG.
is output to the control panel 12. In addition, a reed switch 18 is provided on the exit side of the charging area 4 (on the left in FIG. 1), and detects the passing of an unmanned vehicle 2 that has finished charging and started from one of the charging stations. During detection, a high-level unmanned vehicle passage detection signal SG5 shown in FIG. 5 is output to the control panel 12. FIG. 2 shows the electrical configuration of the charging area 4 management device configured as described above. The charging area controller 25 constitutes a charging control means, a starting control means, etc., and the charging area controller 25 includes the charging optical communication units 13 to 15. Entrance optical communication unit 17
．． A reed switch 18 is connected. Further, the charging area controller 25 is connected to each of the chargers 7a to 9a. The unmanned vehicle 2 includes a controller 2a and a communication unit 2b that communicates with the charging optical communication units 13 to 16 and the entrance optical communication unit 17. In this embodiment, the unmanned vehicle 2 uses a shield type battery that does not require replenishment. Then, the charging area controller 25 determines the usage status of each station 7-9, that is, the unmanned vehicle 2, based on the charging station arrival detection signal SG4 from the charging optical communication units 13-15 provided in each charging station 7-9. It is determined whether the unmanned vehicle 2 is being charged, and if it is determined that the unmanned vehicle 2 is not being charged, a high level non-use determination signal SG as shown in FIG.
At the same time as outputting the signal I, the charging time of the unmanned vehicle 2 being charged at the stations 7 to 9 is measured. In addition, the charging area controller 25 operates from the time when the unmanned vehicle 2 is no longer detected by each of the charging optical communication units 13 to 15 until the passing of the unmanned vehicle 2 is detected by the reed switch 18, or from the time when the unmanned vehicle 2 is detected by the reed switch 18, or by the entrance optical communication unit 17. During the period from when the unmanned vehicle 2 is no longer detected to when the arrival of the unmanned vehicle 2 to the charging stations 7 to 9 is detected by any of the charging optical communication units 13 to 15, the unmanned vehicle 2 is moving within the charging area 4. Otherwise, it is determined that there is no moving unmanned vehicle 2 and outputs a high-level no-moving vehicle determination signal SG2 as shown in FIG. Starting of the unmanned vehicles 2 from stations 7 to 9 and waiting for the arriving unmanned vehicles 2 to enter the charging stations 7 to 9 are made to wait. When the unmanned vehicle 2 arrives at the charging area 4, if the unmanned vehicle 2 is being charged at all the charging stations in the charging area 4, the charging area controller 25 selects one of the unmanned vehicles at all the charging stations. , a start permission signal is outputted to the unmanned vehicle 2 having the longest charging time to start the unmanned vehicle 2 to the parts loading area 5 via the charging optical communication unit of the charging station, and the unmanned vehicle 2 is started. Thereafter, the charging area controller 25 outputs an entry permission signal into the charging area 4 and information on the destination charging station (charging station that is not in use) to the arriving unmanned vehicle 2 via the entrance optical communication unit 17. Then, the unmanned vehicle 2 is guided to the charging station, and the battery of the arriving unmanned vehicle 2 is charged using a charger corresponding to the charging station. Furthermore, when the unmanned vehicle 2 arrives at the charging area 4, if there is an unused charging station, the charging area controller 25 connects the arriving unmanned vehicle 2 to the charging area 4 via the entrance optical communication unit 17. The unmanned vehicle 2 is guided to the charging station by outputting an entry permission signal and information on the destination charging station (unused charging station), and the arriving unmanned vehicle 2 is charged by a charger compatible with the charging station. Charge the battery. Next, the processing executed by the charging area controller 25 will be explained based on FIG. 3.4. FIG. 3 shows the process of entering the charging area 4 by the unmanned vehicle, which is executed based on the arrival detection signal SG3 of the unmanned vehicle 2 into the charging area 4 by the entrance optical communication unit 17. First, in step 31, each charging optical communication unit 13 to
Based on the detection signal No. 15, it is determined whether or not the charging stations 7 to 9 have vacancies. If it is determined in step 31 that all the charging stations are in use, the process moves to step 32 and executes charging unmanned vehicle start processing (shown in FIG. 4). If it is determined in step 31 that any of the four charging stages 7 to 9 is vacant, the process proceeds to step 33, where it is determined whether or not there is an unmanned vehicle 2 moving within the charging area 4. If it is determined that there is a moving unmanned vehicle 2, the process proceeds to step 34, where the approach permission signal is not outputted to the arriving unmanned vehicle 2, and the arriving unmanned vehicle 2 is kept on standby. If it is determined that there is no unmanned vehicle 2 moving within the charging area 4, the process proceeds to step 35, where a start permission signal and information on the destination charging station are sent to the arriving unmanned vehicle 2 via the entrance optical communication unit 17. A call is made and the arriving unmanned vehicle 2 is caused to enter the charging area 4. In the next step 36, it is determined whether the arriving unmanned vehicle 2 has arrived at the designated charging station based on the detection signal of the optical communication unit for charging provided at the charging station designated in step 35. . Step 36
If it is determined that the arriving unmanned vehicle 2 has not arrived at the designated charging station, the process proceeds to step 37, where it is determined whether the cycle time has exceeded, and if it is determined that the cycle time has not exceeded, the process returns to step 36. Thereafter, the processes of steps 36 and 37 are repeatedly executed until the arriving unmanned vehicle 2 arrives at the designated charging station, and in step 37, the cycle time is over.
That is, if it is determined that the arriving unmanned vehicle 2 is not normally traveling toward the designated charging station run, the abnormality is displayed in step 38 by an abnormality display lamp (not shown) provided on the charger of the charging station. Further, when it is determined in step 36 that the arriving unmanned vehicle 2 has arrived at the designated charging station, in the following step 39, charging of the battery of the arriving unmanned vehicle 2 is started by the charger of the designated charging station. Next, the charging unmanned vehicle starting process will be explained based on FIG. 4. Unmanned vehicle 2 that has been charged for the longest time in step 41
At the same time, a start permission signal is output to the unmanned vehicle 2 via the charging optical communication unit, and the unmanned vehicle 2 is started. In the next step 42, it is determined whether the unmanned vehicle 2 started in the step 41 has passed the exit of the charging area 4 or not.
It is determined whether the unmanned vehicle 2 is running normally. If it is determined in step 42 that the unmanned vehicle 2 has not passed, the process proceeds to step 43, where it is determined whether the cycle time has exceeded, and if it is determined that the cycle time has not exceeded, the process returns to step 42. Thereafter, steps 42 and 430 are repeatedly executed until the unmanned vehicle °2 passes the exit of the charging area 4, and when it is determined in step 42 that the unmanned vehicle 2 has passed the exit of the charging area 4, this processing is terminated. . Also, the cycle time is over in step 43.
That is, if it is determined that the unmanned vehicle 2 is not normally traveling toward the exit of the charging area 4, the abnormality is indicated in step 44 by an abnormality display lamp (not shown) provided on the charger of the charging station. In this way, in this embodiment, the unmanned vehicle 2 to the charging area 4
If the unmanned vehicles 2 are being charged at all the charging stations in the charging area 4 at the time of arrival, the unmanned vehicles 2 with the longest charging time among the unmanned vehicles at all the charging stations will be moved to the parts loading area 5. At the same time, when the starting unmanned vehicle leaves the charging area 4, the arriving unmanned vehicle 2 is guided to the unused charging station for charging, so that parts assembly line 1 other than the charging area 4 is The number of unmanned vehicles 2 above can be kept constant, a plurality of unmanned vehicles 2 can be efficiently operated, and
The arriving unmanned vehicle 2 can be efficiently charged without having to wait. Furthermore, in this embodiment, when the unmanned vehicle 2 arrives at the charging area 4, if there is an unused charging station, the arriving unmanned vehicle 2 is guided to that charging station and charged. The operating efficiency of charging stations 7 to 9 can be improved. In addition, in this embodiment, the battery of the unmanned vehicle 2 is of a shielded type that does not require replenishment of liquid, and the chargers 7a to 9a are of the constant voltage constant current type. 4. If a trouble occurs in the upstream assembly area 6 and the unmanned vehicles 2 do not arrive at the charging area 4, charging of the batteries of each unmanned vehicle 2 that is being charged will continue.
The battery has almost no loss of fluid even after long periods of charging.
Also, when the battery is almost fully charged, the chargers 7a to 9
Since the current flowing in is smaller than a, overcharging can be prevented. Furthermore, in this embodiment, the unmanned vehicle 2 to the charging area 4
The battery charging time of the unmanned vehicle 2 that is started based on the arrival of the unmanned vehicle 2 is as follows: Charging time ≧ Time for the unmanned vehicle 2 to pass through the assembly area x number of chargers, and the number of chargers should be set according to the required charging time of the battery. This makes it possible to secure the necessary charging time. For example, if the required charging time is 6 minutes and the time required to pass through the assembly area is 2 minutes, the number of chargers may be set to three as described above.

[Another example]

Next, another embodiment of the present invention will be described based on FIG. 6. In this other example, in addition to the first to third charging stations 7 to 9 in the charging area 4, there is a fourth charging station equipped with a charger 10a.
A charging station 1o and a charging optical communication unit 16 similar to the charging optical communication units) 13 to 15 are provided on one side of the charging station 10, and the other configurations are the same as in the previous embodiment. . In this alternative example, the battery charging time of the unmanned vehicle 2 can be increased by (4/3) times as compared to the previous embodiment, and an increase in the workload of the unmanned vehicle 2 can be coped with. Furthermore, by adjusting the number of charging stations according to the workload of the unmanned vehicle 2, it becomes possible to deal with any workload. In addition, in the re-example, when the unmanned vehicle 2 arrives at the charging area 4, if the unmanned vehicle 2 is being charged at all the charging stations, the charging time is the longest among the unmanned vehicles at all the charging stations. Long unmanned vehicle 2 in parts loading area 5
However, unmanned vehicle 2 to charging area 4
When the vehicle arrives, the unmanned vehicle 2 with the longest charging time may be launched to the parts loading area 5 even if the charging station is empty. [Effect of the invention 1 As detailed above, according to the present invention, when unmanned vehicles are being charged at all charging stations, the charging of unmanned vehicles at all charging stations is performed based on the arrival of unmanned vehicles at the charging area. Of these, the unmanned vehicle that takes the longest to charge is launched to the next process area, so the number of unmanned vehicles on the driving route other than the charging area can be kept constant, making it possible to efficiently use multiple unmanned vehicles. It has the excellent effect of being able to efficiently charge arriving unmanned vehicles at charging stations that are not in use without having to wait.

[Brief explanation of drawings]

Fig. 1 is a configuration diagram showing a charging area in an embodiment embodying the present invention, Fig. 2 is a block diagram showing the electrical configuration of a charging area management device, and Fig. 3 is a process for starting an unmanned vehicle from a charging station. FIG. 4 is a flowchart showing the processing of arriving unmanned vehicles into the charging area 4, FIG. 5 is a waveform diagram showing the operation of the charging area management device, and FIG. 6 is another example of the charging area. The configuration diagram, FIG. 7, is a schematic diagram showing a conventional example of an unmanned vehicle system. In the figure, 2 is an unmanned vehicle, 4 is a charging area, 7 to 10 are charging stations, 7a to 10a are chargers, and 25 is a charging area controller that constitutes charging control means and start control means. Patent applicant Toyota Industries Ltd. L-m-
. j-

Claims (1)

[Claims] 1. A plurality of unmanned vehicles equipped with batteries as a driving power source and traveling along a predetermined travel route, a charging area provided in the middle of the travel route, and a charging area provided in the charging area. a plurality of charging stations provided with chargers for charging the batteries of each unmanned vehicle; and a charging control means for causing the unmanned vehicles guided to the charging stations to be charged by the chargers. In a charging area management device for an unmanned vehicle system equipped with A charging area management device for an unmanned vehicle system, comprising a start control means for starting an unmanned vehicle with the longest length to the next process area.