JPH04141705A - Operation management method for moving body - Google Patents

Abstract

PURPOSE:To reduce the memory capacity by automatically generating a movement sequence and storing the only generated movement sequence in the memory. CONSTITUTION:Running paths of two trucks D1 and D2 consist of a main running path where busses (i) to (k) are successively continuously connected, two auxiliary running paths which cross the main running path in both end parts of the main running path like the letter T, and auxiliary running paths which cross the main running path at the connection point between busses (i) and (j) and that between connection points (j) and (k). An optimum operation condition is determined by simulation including a time element; and when the time required for determination of the operation condition of simulation or the frequency in determination exceeds a prescribed condition, simulation is performed which is related to only movement procedures where the final arrangement at the time of satisfying the preceding condition request of each moving body is the initial arrangement, and the movement sequence where the moving body can be moved is generated, and only this movement sequence is stored in a movement sequence storage memory. Thus, the memory capacity is reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application] The present invention relates to a method for managing the operation of a moving object, such as an automatic guided vehicle, by selecting the moving object and causing it to travel along an optimal route.

[Prior art]

In recent years, with the development of so-called factory automation (FA), it has become possible to move and transport material parts or semi-finished parts within factories, store materials and finished products in warehouses, and ship them from warehouses in an automated and unmanned manner. This can be done using an automated guided vehicle, which is a moving vehicle.

By the way, when managing the operation of automatic guided vehicles as described above, it is possible to improve transportation efficiency by selecting the automatic guided vehicle that completes the transportation request fastest from among the automatic guided vehicles in the system and its route. I'll let you do it. However, in reality, this has not been realized due to the complexity of the processing, and only the selection of short travel distances and the management of the arrival time at the end point are carried out, and the No consideration was given to meeting people. A further problem is deadlock, where control stalls, and to avoid this, restrictions have been placed on layout and bogie travel, and methods and programs have been created for each individual case. Restrictions include limiting the travel direction on the travel route to one direction, limiting the jurisdiction between stations to one type,
Control at branching and merging points is performed locally using sensors such as ultrasonic sensors and photoelectric switches, and even if the vehicle in front stops due to work, the route is designed so that it does not affect branching or merging. Efforts are being made to ensure sufficient space above.

However, the operation management method with these restrictions is
Since it is not possible to travel in both directions on a single route, there are problems such as a decrease in transport efficiency and space usage efficiency, an increase in costs due to the installation of sensors for local branching and merging control, and a decrease in layout flexibility. Also, since it was not possible to standardize the program, there were problems in terms of reliability, maintainability, and cost.

By the way, one method of universally selecting and determining transport vehicles and traveling routes for program standardization without imposing layout restrictions such as single route, single direction, etc. is to use internal simulation. In other words, when a movement request occurs, an internal simulation is performed that assumes the entry priority of each guided vehicle for each passing location (route) for all guided vehicles, including those that are in motion, and transport is performed based on certain standards. This is a method for selecting a vehicle and determining a driving route.

This internal simulation makes it possible to realize movement requests in the shortest possible time, but on the other hand, the number of combinations becomes a problem, and when simulating all transport vehicles and all travel routes, the number becomes enormous. Therefore, it took a long time to process.

Furthermore, if it is necessary to evacuate the transport vehicle, the number of steps will further increase due to the chain. Evacuation occurs when a specific guided vehicle is directed to a specific station along a specific route, and another guided vehicle is stopped on the route or at that station.

If an evacuation occurs, it is necessary to simulate the movement of the obstructing guided vehicle to evacuate, and if that guided vehicle is evacuated, other guided vehicles may need to be evacuated, and this may occur continuously. There is a possibility that this may occur, and if we simulate all of them for all combinations,
It takes a lot of time to produce a result for one movement request, making it impractical.

Furthermore, when traffic management is performed through simulation, the aforementioned deadlock problem in which the simulation stalls also occurs.

On the other hand, as an operation management method that does not use simulation, a movement sequence including tasks such as unloading and loading for each movement request is prepared in advance for each situation of all guided vehicles, including those in motion, and There is a system that calls a vehicle and determines the selection and travel route of the transport vehicle, including the movement of other transport vehicles. According to this method, deadlock can be checked in advance, so there is no possibility of it occurring, but the more you try to determine the optimal transport vehicle travel route, the more detailed the situation needs to be. The number of movement sequences becomes enormous, requiring a large memory capacity, and setting data for creating movement sequences takes time, making it impractical.

In view of these circumstances, it is common practice to perform simulations under predetermined constraints to determine the optimal operating conditions, manage the operation of automated guided vehicles, and ensure that the time or number of times required to determine the operating conditions by simulation is within the predetermined time. When the conditions are exceeded, by selecting the optimal conditions from a predetermined movement sequence, it is possible to travel on a single route in both directions, shorten processing time, and increase memory capacity.ff
The present inventors have invented a method for managing the operation of a moving object by selecting a moving object without requiring 1= and determining a travel route that can avoid deadlock (Japanese Patent Application Laid-Open No. 2-77808).
[Problems to be Solved by the Invention] In the invention disclosed in the above-mentioned publication, manual setting is required in advance in order to predetermine the movement sequence to be used in the second step, and a Memory was required.

In particular, when the number of moving objects and stations is increased, the number of moving sequences resulting from the combination of moving objects and stations increases dramatically, and the memory capacity for storing moving sequences becomes large. Since there are a large number of settings, there is a problem in that it takes a long time to set them manually.

However, even in such a case, it is sometimes permissible to impose partial restrictions on the layout, such as making some routes single-route and unidirectional. Within these limits, it is possible to set a layout in which deadlocks are unlikely to occur (and movement sequences are simple).

The present invention has been developed in view of the above circumstances, and usually involves performing a tenth simulation including a time element under predetermined constraints to determine optimal operating conditions, managing the operation of an automatic guided vehicle, and performing a tenth simulation including a time element under predetermined constraints. When the time or number of times required to determine the operating conditions through the simulation in 1 exceeds the predetermined conditions,
By performing a second simulation of the movement procedure in which the initial placement is the final placement when the previous movement request of each moving object is satisfied, the movement sequence can be automatically generated, and the movement sequence is generated in the memory that stores the movement sequence. The purpose of the present invention is to provide a method for managing the operation of a moving body, which requires only storing the movement sequences that have been carried out and reduces the memory capacity.

[Means to solve the problem]

A mobile object operation management method according to the present invention selects one mobile object from a plurality of mobile objects arranged on a limited travel route in order to individually satisfy one or more movement requests, and , a mobile object operation management method in which a movement schedule of the mobile object is determined by simulation by selecting one from a plurality of travel routes connecting stations scattered on the travel route, A first simulation including a time element related to the movement of the moving object is performed for each of the moving objects and the travel route, the simulation results are judged based on a predetermined criterion, and the moving object and its travel route are selected in accordance with the movement request. A first step that involves only the movement procedure, and when the first step does not satisfy a predetermined condition, the initial placement or the final placement of each moving object when the previous movement request is satisfied is the initial placement. The present invention is characterized by comprising a second step of performing a simulation and selecting a movable moving object and its travel route based on the simulation.

(Operation) In this invention, first, optimum operating conditions are determined by simulation including a time element, and operation management is performed.
When the time or number of times required to determine the operation conditions of the simulation exceeds a predetermined condition, a simulation is performed only regarding the movement procedure in which the initial placement is the final placement when the previous movement request of each moving object is satisfied, and movement is possible. Generate a movement sequence and manage the operation.

This eliminates the need to set movement sequences in advance, and the capacity of the memory for storing movement sequences can be reduced by simply storing generated movement sequences, and the storage of unused movement sequences can be reduced by the amount that is unnecessary.

〔Example〕

The present invention will be described below based on drawings showing embodiments thereof.

FIG. 1 is a schematic diagram showing an example of a travel route of an automatic guided vehicle (hereinafter referred to as a trolley), which is a moving object on which the method for managing the operation of a moving object according to the present invention is implemented, and two carts DI and D2.

The running route as a whole consists of a main running road that connects paths 1+j+k in this order, two sub-running roads that intersect in a T-shape at both ends of this main running road, and path i of the main running road. It consists of auxiliary running paths that intersect in a cross shape at the connection point with j and also at the connection point between j and k. At the point where the main running road intersects each sub-running road, that is, at the end of path i on the opposite side from path j, there is a branching/merging area (hereinafter referred to as area) A, path i
Area B is set at the connection point between buses j and j, and area D is set at the end of the area C1 bus on the opposite side from bus j at the connection point between buses j and k.

From each area A, B, C, and D, buses a, e, b, f, c, g+, d, and h, which form auxiliary routes, extend in both directions intersecting the main route. Stations 31 to s8 for transferring goods to and from the trolleys DI and C2 are provided at positions facing the extension side ends of each bus a, b, c, d, e+f+g+h, respectively. DI, C2 at each station 31~s8
Station points P1 to P8 for positioning and stopping are set on each bus a-k.

Furthermore, areas E=L are also provided at stations S1 to S8.

In addition, all buses a - k run in both directions, that is, the trolley DI
, C2 can run in both directions.

Furthermore, since there is not enough space at stations 81 to S8, only one bogie DI and C2 can stop.

The trolleys DI and C2 drive motors using, for example, batteries mounted on themselves, and use this driving force to rotate the drive shafts on both the left and right sides to travel. The bus is configured to be able to change its direction from side to side, and also detects its own traveling distance by counting the number of rotations of the drive shaft, and constantly displays its own current position, that is, each bus shown in Figure 1. It recognizes whether it is located in areas a-k, area A, or -L, and has equipment for wirelessly transmitting its current position to a central control device 1, which will be described later.

Also, intersections in each area of bogies Di and C2.

Travel control regarding entry and the like is performed in accordance with instruction data wirelessly transmitted from the central control device 1, as will be described later.

Based on the current position of each trolley Di, C2 transmitted from each trolley DI, D2 by wireless communication, the central control device 1 moves the trolley D in order to satisfy a request for moving the trolley inputted from the outside.
The first scheduling of operation management, such as selection of C2 and determination of its travel route (areas to be passed through from the current location to the destination, and the order of buses), is performed by simulation including a time element.

If the first scheduling based on this simulation does not satisfy conditions determined by a predetermined number of times or time, a second scheduling is performed. The second scheduling is based on the arrangement of the carts DI and C2, and a simulation is performed that does not include the time element but only relates to the movement procedure, and scheduling is performed based on this simulation.

The central control unit 1 uses a microcomputer system, and its memory has the following data prepared for the travel route shown in FIG. 1, for example. That is, the passing time (seconds) of the bogies of each area A-L shown in Table 1, the passing time (seconds) of the bogies of each bus a - k shown in Table 2, the definition of the travel route shown in Table 3, Each station 31 shown in Table 4
~ Transfer time (seconds) at S8, approach route shown in Table 16,
These are the exit route shown in Table 17 and the stations along the route shown in Table 18. It should be noted that since there are no stations along the route in this embodiment, all of Table 18 is blank.

In addition, a movement request from the outside and the following data necessary to realize it are added, changed, or generated as necessary. That is, the bogie movement request shown in Table 6, the bogie DI shown in Table 7, the C2 travel schedule, the status of each station S~s8 shown in Table 8, the bogie DI shown in Table 9, and the status of C2. , the area waiting situation shown in Table 10, the course setting for scheduling shown in Table 11,
The course setting of the bogie generated for the serial numbers shown in Table 12, the area waiting status for scheduling shown in Table 13 and the running schedule for scheduling shown in Table 14, the area queue shown in Table 15, These include the final stop cart transition shown in Table 19, the movement sequence shown in Table 20, and the expulsion data shown in Table 21.

Next, the scheduling method will be specifically explained.

In addition, here, the trolleys DI and C2 are respectively station Sl.
.

Station 7 is stopped at S8, and station 2' is stopped as a movement request.
An example will be shown in which there are two stations, station -1 and station 1-8. In this case, the cart movement request is as shown in Table 6,
Scheduling for the movement request of station 2-1 with serial number DH=1 from among the movement requests shown in Table 6 is first performed.

FIG. 2 is a flowchart showing the main routine of scheduling. First, in step 1, a transition is made to a subroutine of first scheduling based on simulation including a time element, and first scheduling is performed. In this first scheduling, based on the trolley travel schedule shown in Table 7 and the area waiting situation shown in Table 10,
Using the area and pass passage times shown in Tables 1 and 2 and the station transfer times shown in Table 4, the bogies and their travel routes are selected to achieve the requirements in the shortest time for all bogies. Ru. Next, in step 2, it is determined whether the first scheduling based on the simulation is possible or not based on a predetermined criterion. As a standard for this embodiment, if even one evacuation due to movement of the trolley occurs during the simulation, the first scheduling is not possible at that point because this process will take a long time. If it is not possible, the scheduling count is incremented by 1 in step 3, and if it is possible, the process skips to step 6.

When the scheduling count is incremented by 1, it is temporarily suspended until the next scheduling. Scheduling is then performed for other movement requests, but if the cart that required evacuation is moved as a result, evacuation does not occur when scheduling is performed again for the previous movement request, and the first scheduling It may be possible. However, when there is only one movement request, the result is that scheduling is not possible every time the first scheduling is performed, and the number of times of scheduling continues to be incremented by one. Then, in step 4, it is determined whether the number of times of scheduling is three or more, and if it is three or more, it is determined that it is impossible to select and determine the bogie and its travel route only by the first scheduling, and in step 5, the second scheduling is performed. Scheduling is done. If the number of times is less than three, the process ends. In addition, the second scheduling is performed based on the approach route shown in Table 16, the exit route shown in Table 17, and the stations along the route shown in Table 18, so it cannot be expected to realize the movement request in the shortest time. By appropriately setting the layout and travel route, the movement request can be realized without causing a deflated lock. When the second scheduling is completed, in step 6, the movement request for which scheduling has been completed is deleted from the sixth table, and the process is ended.

Next, the first scheduling will be explained.

FIG. 3 is a flowchart of the first scheduling subroutine.

The data shown in Tables 7 to 10 are the data before the first scheduling, and in Table 7, at(RNAy) is the time when the cart arrives at the location (PNP), and 1n(RN
+N) is the time to start approaching the location, out (RN
out) is the time when you start leaving the location, go
(RNcoNE) indicates the time when the truck is completely removed from the location. Also, the time refers to the time of the second timer, but in the initial state, all the trucks Di and D2 are already in areas A to I and stopped, so at, in.
, out are both O, and gone is the maximum value of 9999.

Regarding the priority flag Q□1 in Table 10, Q,□=1
means that permission to enter the location has already been issued to the trucks Di and D2, and the order of entry priority has been determined. Therefore, during the scheduling process, a truck is prohibited from entering the location earlier than its rank.

In Fig. 3, first, in step 11, the shortest trolley WFAST is
−〇 is set to indicate that there is no shortest bogie WFAST at this point. Next, in step 12, the shortest arrival time HFAST is set to 9999, which is the longest time.

Then, in step 13, the truck number WN is set to 1. In step 14, it is determined whether travel schedule generation has been completed for all the bogies, that is, in this case, whether the bogie number WN>2, and if WN>2, that is, it has been completed, step 1
In step 9, it is determined whether or not the scheduling is unsuccessful.
That is, if the process is successful, in step 20, the contents of Tables 7 to 10 are rewritten based on the contents of Tables 11 to 14, and the process returns.
If unsuccessful, simply return. Furthermore, when rewriting Table 10, QGONE(N) is SR+s+N*
++ + Sesoto as Tpass. Here T
PASS is the time it takes for the cart to pass through one point. If W8≦2 in step 14, a travel schedule for bogie number WN is generated in step 15. Next step 1
6 indicates the presence or absence of the shortest course CFAST, that is, the shortest course Cy
It is determined whether ast=O or not, and the shortest course CFAST≠
If it is 0, that is, if there is a shortest course CFAST, then in step 17 the shortest truck WFAST is rewritten to its truck number WN. If the shortest course CFASA=0, that is, there is no one, step 17 is skipped, and the process proceeds to step 18 without rewriting the shortest course W, Asa. In step 18, the bogie number WN is incremented by 1, a traveling schedule for the next bogie is generated, and an internal simulation is performed. When the travel schedule generation and internal simulation are completed for all the bogies, the process proceeds to step 19 described above.

FIG. 4 is a flowchart showing the travel schedule generation subroutine. In step 21, the shortest course CFAsT-〇 is set, and the FROM station DFROM of the movement request is
That is, the starting point and TO station DA. , that is, whether or not the end point is empty and it is possible to enter is determined in steps 22 and 23. 32 to 34
It is judged by. The vacancy check is performed based on the station status shown in Table 8, and if the last stopped truck 5TLAS=O, stations 31 to S8 are found to be empty.

In this example, FRO? ! Steenyon D Flog
= 2 is empty, TO station Dto"1 is the final stop trolley 5 TLAST = 1, and according to Table 9, the trolley with the trolley number WN = 1 is at the final station wLA, , = 1, so step 22 = NO, step 32=Y
ES, Step 33 = No, Step 34 =
Since the answer is YES, a travel route is generated in step 24. Here, the scheduling course table shown in Table 11 is generated, and in step 25 the route number CN is set to 1.

Next, in step 26, it is determined whether the route number C8 is greater than the number of routes C0AX, and if it is, the process returns; if not, in step 27, scheduling (A
) is executed, and the arrival time H, at the end point DTo is determined.

Next, in step 28, this is the shortest time HFAST so far.
If it is smaller, the shortest time HFAST is rewritten to this arrival time HN in step 29, the shortest course CFAST is also rewritten to this route number CN in step 30, and the route number is CM
is incremented by 1, and the process returns to step 26. If it is not smaller in step 28, step 29. Step 30 is skipped and the process proceeds to step 31, where all routes are scheduled.

FIG. 5 is a flowchart of the driving route generation subroutine, in which the route number CM is set to O in step 41,
At step 42, the final station of the trolley W L A S
T and starting point D□. , it is determined whether or not they match,
If they do not match, the process advances to step 51.

In this embodiment, the final station of the cart WLA
ST is WLA for truck number WN=1 from Table 9.
, A=1 and the starting point DFROM=2, so they do not match and the process proceeds to this step. At step 51, the trolley final station 7 W
To determine the route C, loM from LAST to the starting point, search the route base RNM of FROM station RT in Table 3, = bogie final station W ta S T , TO station RT, = starting point D FIOM. , and determine this minimum path group RTFROMMIN + maximum path group RTFROMMAX.

Note that in this embodiment, since there is only one type of route between each station, RTFIIIOMMI s = RTF++
o,4sax = 1 (RNM), but since there are generally multiple routes, next in step 52 the counter N F
IION=RTFIIOMMIN is set, and steps 54 to 60 are repeated until the counter NFF10N becomes greater than RTFIIOM□8 in step 53.

In step 54, in order to determine the route CTO from the starting point DFROM to the ending point DTO, FROM station RTys=D rhos, To station R in Table 3 is used.
The route group R8 of TTS=DTO is searched, and the minimum route group RTto□8 and the maximum route name RTTOMAX are determined. As mentioned above, in this embodiment, RTTOMIN
-RTTOMAX=8(RNM). Next, in step 55, the counter is set to 0'''RTTOMIN,
Counter N, at step 56. Steps 56 to 59 are repeated until RTTOMAX becomes greater than RTTOMAX. Then, in step 57, the route number CN is incremented by 1, and in step 58, the route CFIIOM to the start point and the route C from the start point to the end point are added to the CNth route number in Table 12.
TO is set. In this example, route number C
1, the route RNM=I in Table 3 is set as CFROM, and each route RNM=8 is set as CtO. Then, the process returns to step 56, and in step 56, the counter N is incremented. is R
When it becomes larger than TTOMAX, the counter NFIOM is incremented by 1 in step 60, and the process returns to step 53, where the counter N□ is incremented. . When becomes larger than RTr*o□□, the route number 0□8 is rewritten to the route number CN in step 50.

On the other hand, if the last station WLA, T of the bogie and the starting point DPIION match in step 42, the route CFROM to the starting point D□ON is not required, so steps 55 to 59 of the route CTO from the starting point D FROM to the ending point DTO are executed. Steps 45 to 49 corresponding to
If it is larger than AX, the process proceeds to step 50 described above and returns.

In this way, the course table shown in Table 11 is set for each movement request. Note that the course table in this embodiment is the course table shown in Table 12 for movement request 1.

FIG. 6 is a flowchart of the scheduling (A) subroutine. In scheduling (A),
First, in step 101, the area waiting table shown in Table 10 is copied to create the area waiting table for scheduling shown in Table 13. Then, in step 102, the tip Q
, , , Terminal area name QEAI Terminal rank QENI Terminal Q
EHD + tip area name Q, A,.

Items such as leading rank Q, . . . first entry/subsequent identification flag Q, . . . are added. These data are used for meeting arrangements when a common route occurs between a plurality of bogies.

FIG. 7 is a diagram explaining a common route. When a certain bogie is scheduled and there is a common route between it and other bogies currently running, as shown in FIG. The area to be shared first is the tip, the area to be shared later is the end, and if it is the tip, then Q. N-
1, and set its terminal area salt QEA,l and its rank.If it is the terminal, set QEND=1 and set its tip area salt Q,Am and its rank. In the case of Fig. 7, light @QBGN = 1, terminal area salt Q, □-B are applied to the corresponding parts of area C of other bogies that are running while waiting for the scheduling area shown in Table 13.
, the rank of other carts in area B in the area waiting table, P, end QtNn = 0, tip area salt QIAl
=O.

The leading rank QiN=0 is marked, and areas B and A are similarly marked as shown in Table 15.

The first-in/successful identification flag QFLG is set to 1 (first-in) or 2 (successful) according to scheduling, but the initial value at the end is 2 (successful). Further, in this embodiment, since there are no other carts running, these cents are not counted.

Next, in step 103, a travel itinerary for scheduling shown in Table 14 is generated. At this time, Tables 1 to 4 are used, location SR, working time 5ROF, passing time S
Rt+st is set. In addition, additional number 5RN = L13
The passage time in area E in , respectively, refers to the acceleration time from a stopped state and the deceleration time from a running state to a stopped state, and is set at 2 seconds. And in Table 14, arrival time SRAA, approach start time SR,N, exit time SRo
A is cented in the following steps.

(Left below) First, the escape time 5Rout from the last station WLAST of the bogie is calculated. That is, in step 104, the serial number 5RN=1 is set, and in step 105, the estimated arrival time W is set. It is determined whether UT is O or not. WOLIT becomes 0 when the carts Di and D2 arrive at that location, so when it is O, it is possible to run from the current time HNOW, so in step 106, the escape time 5Rouy is set to the current time HNOW.
OW 10th passing time SR A IH 4000th work time SJ? . , becomes.

W again. When Ua≠00, the escape time 5ROUT becomes WOLIT+SRy+qt+5Ror in step 107. Next, in step 108, the additional number 5RN=2 is set, and the arrival time 5RAT and approach start time SR,N when the additional number 5RH=2 are determined. In other words, the exit time 5Rouy (SRNl) at the previous passing place is 5RAT and 5RIN.
becomes. Next, in step 109, it is determined whether the serial number SRN is the final one, and if it is the final one, in step 110, the arrival time 5RAT at the final location is set to the scheduling arrival time H,
and return. If it is not the last one, in step 111, it is determined whether there is an area or not based on whether or not the serial number SRN is an odd number;
If it is an odd number, it is an area, so the area name is set in step 112, and in step 113, the rank N in Table 13 in which the cart can be inserted is checked in consideration of the priority flag QPI+, and the rank N is determined. Next, in step 114, it is determined whether the rank N=1 or not. If the rank N is 1, it is the first bogie, so there is no need to check the approach start time, so the process skips to step 117, and if the rank N≠1, If so, in step 115, check the previous first car (rank in Table 13 (N-1)).
) will completely overtake that Elijah QGONE'(N
-1) and the time margin TMRGN from when the first vehicle exits the area until the next bogie is allowed to enter is the scheduled time 5R when the bogie enters the area.
It is determined whether or not it is smaller than IN. If it is smaller, there is plenty of time for entry, so skip to step 117; if it is smaller, step 116 sets the area entry time SR,, to Q.
,. Cent to HE(N-1)+TMllGN. In other words, the carts will meet up.

Next, in step 117, the approach time SR,N is the shortest time HF.
It is determined whether or not it is smaller than ASa, and if it is not smaller, it is assumed that it will take more time than in other cases that have already been scheduled, and the scheduling is stopped at this point and the process returns. If it is smaller, continue scheduling and step 1
Escape time at 18:5Rou = SR+N+SRt+ME+
5Ror, and in step 119 it is determined whether the number of waiting areas is smaller than the rank N. If it is smaller, the scheduling trolley will be the last one to enter that area, so there will be no following vehicles, and there is no need to check the exit time 5RQIIT, so skip to step 121. If it is not smaller, the exit time 5Ro of the step trolley will be checked in step 120.
It is determined whether or not the ua+margin time THRGN is smaller than the entry start time QIN of the immediately following bogie (rank N in Table 13) to the area, and if it is smaller, it will not be an obstacle to the following vehicle, so the bogie will be placed in the Nth position. It is considered possible to enter that area.

However, if this area is the end of a common route, there is a possibility that a bogie that passed through the area and was the next one in the area will enter this area first.
Since it becomes impossible to run, the rank counter is set to 1 in step 121 to check for the first vehicle to arrive. If it is not smaller, the occupation time of this area will overlap, causing an obstacle for the following vehicle.In order to enter the area after the following vehicle, the ranking N of the scheduling cart is incremented by 1, and the step Repeat steps 114 onwards.

In step 122 of checking the first vehicle, it is determined whether the rank counter i and the rank N are equal or not. If they are not equal, the check for the first vehicle has not yet been completed, so step 12 is performed.
In step 3, it is determined whether or not this area is the end of the common path. If it is not the end (Qll11=0), the rank counter i is incremented by 1 in step 124, and the process returns to step 122. If it is the end (QEND = 1), step 125
It is determined by the QFLGO value whether or not the vehicle is following, and if it is following (QFLG = 2), it means that the preceding vehicle was following at the leading edge area, and it will be impossible to drive. In step 126, the serial number SRN is returned to the leading area (5RN=SRN-2), and the rank N is changed so that the other truck in question becomes the first vehicle (N=first rank QHN+1). Then, the process returns to step 109. If it is determined in step 125 that the vehicle is not following (QFLG ≠ 2), there is no contradiction since the vehicle was the first vehicle in the leading edge area, so the process proceeds to step 124.

On the other hand, if the results in step 122 are equal, it means that all the checks for the preceding vehicle have been completed, and the next vehicle is checked for the following vehicle. First, in step 131, it is determined whether or not the number of waiting areas is smaller than the rank counter i. If it is smaller, it means that all the checks for the following cars have been completed, and then a first flag entry is performed. That is, for a vehicle that has entered first, if this area is the tip of the common route, a first-arrival flag is set in the last area to check for a following vehicle at the last end (QFLG = 1). First, in step 132, the rank counter i is set to 1, and in step 133, it is determined whether or not the rank counter i and the rank N are equal. If they are equal, the first flag setting has been completed, so the process proceeds to step 134, and the additional number SR is set. , t is incremented by 1, and step 1
At step 35, the arrival time 5RAT of the serial number SRN +1 is set to the departure time 5Rou (SR, -1) of the previous serial number SRN, and 5RIN=SRAT, N=1 is set, and the process returns to step 109. Next serial number SRN +
Perform processing 1.

Also, if it is found that they are not equal in step 133, step 13
In step 6, it is determined whether or not it is the leading edge area. If it is the leading edge area, in step 137, the first entry flag is set to the trailing edge area (
QFLG=1), the rank counter i is incremented by 1, and the process returns to step 133.

Furthermore, in step 131, the number of waiting areas is counted as the rank counter i.
If it is not smaller, it is determined in step 139 whether or not it is the end area, and if it is the end area (QEND =
1), in step 140 it is determined whether the first-in flag is set to first-in, and if it is first-in (QFLG
= 1), the bogie that was first in the area it has already passed becomes the following in this area and cannot run, so this bogie should be made the first vehicle in this area as well (, the rank N is counted as a counter in step 141). Cent i+1 and return to step 114.

Also, if it is not the end area in step 139 (QEND
=O), or when first entry is not set at step 140 (QFLG ≠0), the ranking counter i is incremented by 1 to continue checking for following vehicles, and the process returns to step 131.

On the other hand, if it is determined in step 111 that it is not an area (SRN is an even number), that is, if it is a pass, then in step 127 the escape time is 5R.
oua = SRIN + SRT + □ is set, the serial number SR is incremented by 1 in step 128, and step 1 is set.
At step 29, the arrival time SR, , of the next serial number SRN+1 is set to the exit time 5Rou of the previous serial number SRN, the entry time SR+N=SRat, N=1 is set, and the process returns to step 109.

As described above, in the first scheduling, the simulation for any route of any moving object is performed so that the scheduled passage time, which has already been determined using the transit time of the passing place (area) of the moving object, is not changed. The estimated time of passing through the location is calculated.

FIG. 8 is a flowchart of the second scheduling subroutine. First, in step 61, a movement sequence for a movement request is generated ( Second
0 table) is performed, and the maximum value of the sequence step SN□
8 is set. Then, in step 62, the area waiting table in table 10 is copied to table 13, and in step 6
In step 3, sequence step 5QSTEP is set to 1, and in step 64, it is determined whether sequence step 5O3TIP is larger than the maximum value S-AX. If it is, all sequence steps have been completed, so step 6
At step 8, rewrite the schedule of tables 7 to 10 and return.

If it is not larger, scheduling (B) is executed in step 65, addition of the area waiting table for scheduling shown in Table 13 is performed in step 6, and the sequence step is incremented by 1 in step 7 67. Returning to step 64, processing regarding the next sequence step is executed.

FIG. 9 is a flowchart of movement sequence generation,
First, in step 221, after all the contents of Table 20 are cleared, the variable 5TEP is set to 1 (step 220), and the sequence step 6 of Table 19 is cleared.
The final stopped truck status (Table 8) is copied to =1 (step 223). Then, based on the final stopped cart transition in Table 19, a check is executed for the presence or absence of the cart at the TO station DTO requesting movement (steps 224, 22).
5). And W. ≠0, that is, TO station D a.

When there is a trolley at TO station D,

Sequence generation 3 including the step of ejecting and retracting the cart located at is executed (step 230).

W again. -〇, i.e. TO station I) If there is no trolley at 'ro, then the requested FROM station DFRO
A check is made to see if there is a trolley of M (step 226.2).
27).

Then, when W F 110 M≠0, that is, there is a trolley at FROM station D PIION, sequence generation 1
is executed (step 228), and W□. , −〇, that is, F
RO1'! When there is no trolley at station DFFIOH, sequence generation 2 is executed (step 229).
.

Figure 10 shows that there is no bogie in DTo in the final stopped bogie situation.
It is a flowchart which shows the processing content of sequence generation 1 when there is a trolley in DjROM. At this time, the first
FROM station DPIIO from the exit route table in Table 7
N to TO station D. Exit route to OR, IT
is searched (Step 7B 24L242). When the exit route 0R11 is not found, a flag (generation impossible flag) is set to disable sequence generation (step 243), and is used for processing such as error display in the main loop (not shown). If there is an exit route ORmt, the check to see if there is a stopping trolley on that route is performed using Table 18, which shows the intermediate stations for each route, and the route intermediate station, which shows the position of the stopping trolley at that time. 19 table (step 244.
245). If there is a stopped truck, that route becomes unusable, so the serial number is advanced and a search for the next exit route 0RIIT is performed (step 246). If there is no stopping trolley at a station on the route, the trolley at the current step in Table 20 is 5 QiutsyEp.

Route 5QIIT (STEP) + Movement flag 5 (l
rtc (WFROM, 0RI for STEP+, respectively)
I? , 1 (loading and unloading before and after route travel) and ends the sequence generation (step 247).
).

Figure 11 shows that in the final stopped truck situation, there is no truck at TO station [)to, and FROM station DFROM
12 is a flowchart showing the processing contents of sequence generation 2 when there is no trolley. At this time, FROM station D□ according to the approach route table in Table 16. Approach route to 8 Ill,
A search is performed for the start station IRIT and the start station IR55, and the approach route IRIT and the start station IR55 are checked (steps 251 and 252). When there is no approach route IRIT, it is impossible to generate a sequence, so a flag to that effect (generation impossible flag) is sent (
Step 253). If there is an approach route 1R11a, a check is made based on Table 19 to see if there is a trolley at the starting station 1R55 (steps 254, 255). Start station lR
When there is no truck at 55, that is, when WFROM=O, the serial number is incremented and the next approach route is searched (step 264). When WFllON=0, that is, when there is a bogie at the start station 1R55, it is checked whether there is a stopped bogie on the approach route IRat based on Tables 18 and 19 (step 25).
6.257). If there is a stopped truck on the approach route IRIIT, that route is unusable, so the serial number is advanced and the next approach route IR,, is searched (step 264).
.

When there is no stopping trolley, the step currently being checked in Table 20 is set to the trolley SQw (STEP) and the route S (1,
1 (STEP) Transfer flag 5QFLG (STEP) is written with WFIION, IR*t, and 0, respectively (
Step 258), updating of sequence step 5TEP is performed (step 259).

Furthermore, the final stop bogie transition will be added to Table 19 (
step 260). This causes FROM station D□. Since the sea urchin cart has moved, the sequence generation 1 (step 261) shown in FIG. 10 described above is executed. Then, it is checked whether generation is impossible using the generation impossible flag (step 262), and if generation is not possible, the cart data SQ of Table 20 written earlier.

(STEP) is set to 0, the sequence step is returned to the previous one (step 263), and the search for the approach route IR,a is continued.

Figure 12 shows TO station D. This is sequence generation 3 when there is a trolley in . In this case, the cart at TO station D-0 is first driven to another station, and the sequence is generated 1, taking into account the result.
Alternatively, sequence generation 2 is executed. First, the sequence step BSTEP for eviction is set to 1 (step 271). Furthermore, the last stopped cart status table 8 is copied to sequence step l of the expulsion data in table 21 (step 7 block 272), and the search flag 0Qr is also copied.
tc (BSTEP), trolley OQ.

(BSTEP), start station 0Qss (B
STEP), pointer 0QPTI (BSTEP) are set to O, OQw (Dyo), and DTO (first serial number ORN of OR, A=O6, from the exit path of table 17), respectively (Step 273).

In addition, when searching for the exit route ORR, the search flag 0QFLG is set to 0QFLG = O to first search for an exit route without a cart at the final station of the exit route, and if the sequence is still not found, the search flag is set to 00FLG.
= 1 to search for a route with a cart at the final station, and to give priority to sequences without a chain of ejections (evacuations).

After the initial cents in Table 21 are completed, the generation of kickout data occurs (step 274). As a result, BSTE
Check whether there was no eviction procedure at P = O (Step 275), if there was no eviction procedure (BS
When TEP = O), generation is disabled and a generation disabled flag is set (step 270). When BSTEP ≠ 0, there is an expulsion procedure, and the necessary sequence and its data are set in Table 21, so based on them, the final stop bogie transition in Table 19 and the movement sequence in Table 20 are generated ( step 277). After that, a post-eviction sequence will be added. first,
5TEP=B as the step level of the added sequence
STEP + 1 is set (step 278).

Then, the trolley W F IQ M of the FROM station DFROM is checked from Table 19 (Step 2
77.280). W□. If 9≠0, FROM station D□. When there is a truck at 7, sequence generation 1 is executed as described above (step 281), and WF, Io+4-
If it is 0 and there is no cart, sequence generation 2 is executed (step 282). Then, if the generation is not possible by checking the generation impossible flag (step 283), the process returns, and if the generation is not possible, the next eviction procedure is changed to 0Qrts+, which is the serial number of the exit route in Table 17 in the eviction sequence step BSTEP. (BSTE
P) is incremented by 1 (step 284), and the process returns to step 274 to repeatedly execute the process subsequent to generation of eviction data.

FIG. 13 is a flowchart showing the processing contents of the eviction data generation in step 274. First, in the eviction sequence step BSTEP, from the pointer OQryw (BSTEP) of the 17th table of the exit route table to the exit station 0
Rst, exit route OR1, and final station ORL are searched (step 291). Then, the final station 0RLS and the To station DA. Check the match with step 292), the final station ORL,
is TO station D. When it matches, the TO station is D. Since the expulsion from
09), the process returns to step 291 and continues the search. Final station 0RLs7! If l<To station DTO, a comparison is made between the exit station OR,A and the start station 0Qss (BSTEP) (
Step 293), if they are not equal, it means that there is no longer a corresponding exit route, so next the search flag is 0.
Check QFLG (BSTEP) (Step 3
05). When the search flag 0QFLG (BSTEP) is -0, there is still a search for an exit route with a trolley at the final station 0RLS, so the search flag 0QFLG (BSTEP) = 1 is set to indicate this, and the exit route is searched. Pointer 0 to repeat table search
(Return btu (BSTEP) to the initial value -1 (Step 308).

(Left below) Search flag 0QFLG (BSTEP) When ≠0, it means that the search for all exit routes has been completed, so in order to change the expulsion sequence of the previous step, set BSTEP = BSTEP -1 (Step 3
06). As a result, check whether BSTEP has become O or not (step 307). If BSTEP has become O, it means that there is no corresponding eviction for all exit route combinations, so return as is.
Proceed to step 309 only when BSTEP ≠ 0, and
Increment STEP and continue searching for an exit route.

On the other hand, when it is determined in step 293 that the exit station 0Rst = start station OQss (BSTEP) and there is an exit route, the cart WM OV E at the final station 0RL3 is checked from Table 21 (steps 294 and 295). . Trolley WHO%'
When E=O, search flag 0QFLG (BSTEP
), check step 301), search flag 0Q
FIG-G (BSTEP) = 0, that is, when there is no trolley and the exit route search is without a trolley at the final station ORL, check for stopped trolleys on the route of ORE from Tables 18 and 21. are performed (steps 302, 303). If there is a stopped trolley, that route becomes unusable, and the process advances to step 7 309 to continue searching for the next route. If there is no stopping trolley, BST in Table 21
Route ORR to EP, final station 0RLS.

The stop cart OQwGs is set and the process returns.

W in step 295. If ovt≠0, check the search flag (step 296), search flag 0QF
If LG(BSTEP)≠0, that is, the search is for an exit route with a trolley at the final station 0Rts, furthermore, in Table 21, there is no same trolley as WHovE among the trolleys OQ before step BSTEP. A check is made to see if it is correct (step 297). This process is to avoid an endless loop. If there is no WMovl, a check is made for the bogie OQwGN that stops along the route from Tables 18 and 21 (steps 298 and 2).
99).

If there is a stopped trolley, the process advances to step 309, and the next route search is continued.1. If there is no stopped cart, the predetermined data in Table 21 is entered (step 300), and the process proceeds to step 309 to continue generating the next eviction step.

FIG. 14 is a flowchart showing the process of generating the final stop cart transition in Table 19 and the movement sequence in Table 20 from the eviction data table in Table 21 in step 277. This sets the movement sequence for eviction. First, BBST the final step of the eviction sequence step.
Set the sequence step 5TEP to 1 (step 311), and set the sequence step 5TEP to 1 (step 312). Then check whether BBSTEP=O or not in step 3.
13), when BBSTEP = O, the expulsion sequence has ended, so return, and when BBSTEP≠0, set the trolley SQ in Table 20 and (STEP) to O in Table 21.
Q, set to 1 (BBSTEP,) step 314
), route 5QIIT (STEP) in Table 20 is
It is set to 00R (BBSTEP) in table 1 (step 315). Further, since no transfer is performed in the ejection sequence, the transfer flag 5QFLG (STEP) is set to 0 (step 316). And Root SQ.

Step 3 Set the final stop cart position after moving (STEP) to the next step of the final stop cart transition in Table 19.
17), Decrement BBSTEP and step 5T
EP is incremented and the eviction sequence is reversed (step 318).

FIG. 15 is a flowchart of the scheduling (B) subroutine of step 65, and in step 200, the scheduling travel itinerary shown in table 14 is generated using tables 1 to 4. Next, in step 201, the additional number SR
, = 1, and in step 202 the estimated arrival time W
. It is determined whether U, is 0 or not.

When WoU is 0, it is possible to travel from the current time HNow, so in step 203, the escape time from that location is 5Ro.
uy = HNow + SRt+xt + 5Ror
・If WOU ≠ 0, step 204 is 5
ROLIT=Wouy+SRy+Ht+5ROF. Then, in step 205, the additional number SR.

= 2, and the serial number SR, 5RAt when = 2 is the exit time 5R of the previous passing place, that is, SR in this case.
Set to OUT, SR+N7! Set l<5RAT.

Next, in Step 7, step 206, it is determined whether the serial number SRN is the final one, and if it is the final one, the process returns; if not, in step 207, it is determined whether the serial number SR is an odd number or not. do.

If it is an odd number, it is an area, so the area name is set in step 208, the area waiting number M is checked from Table 13 in step 209, and it is determined in step 210 whether the area waiting number M≠0. When M=0, there is no trolley passing through the area and the scheduled trolley is the first one, so there is no need to check the time and step 2
Skip to step 13, and if M≠0, step 211
While waiting for the scheduling area in Table 13,
The extraction time Q,,, □(M) and THRGN of the bogie with rank M, that is, the bogie that will enter the area last.
It is determined whether the sum is smaller than the bogie approach start time 5RIN, and if it is small, it will not be an obstacle to the final approach bogie, so the process skips to step 213. If it is not smaller, SR,, is the sum. cent. As a result, the cart is placed at the end of each area on the area waiting table (Table 13). And escape time 5Rout -5R
IN+SRTIME+5Rop is sent in step 213, the serial number SRN is incremented by 1 in step 214, and the process returns to step 206, where the next serial number SRN +
1 is performed.

Applying the above-mentioned conditions to this, the cart with movement request DN=1 is scheduled by the first scheduling simulation because no evacuation occurs, but for this reason, in the first scheduling with movement request DN=2. The first scheduling becomes impossible because the cart is evacuated at station S8. Therefore, according to Fig. 2, the first scheduling including the time element is
After the second scheduling is performed, the scheduling is performed by a second scheduling only for the movement procedure.

Then, when there is a movement request, the final station W L A S T of the trolley status at the time of the schedule of =2 is the movement request DH=
1, as shown in Table 9, trolley WN=1 is station Sl and trolley WN=2 is station S8, so the movement sequence shown in Table 20 is generated in step 61 of FIG. That is, W in step 225 based on the movement sequence shown in FIG. -2, so sequence generation 3 in step 230 is selected. In the eviction data generation of sequence generation 3 in Figure 12, BSTEP = 1 based on Figure 13.
and the data in Table 21 are generated.

Furthermore, after that, Table 19.20 is generated from Table 21 to sequence step LWsyEp = 2 in Table 19, and sequence step 5O3TEP = in Table 20.
Up to 1 is set. And after that, tl in Table 19
'Bogie W□ at 1stzp=2. Since A is 1, sequence generation 1 is executed, and based on FIG. 10, DPIION=1. The exit route OR,T of Dro=8 is searched.

As a result, 0RIT=7, but from Table 18, QSR
Since there is no intermediate station at T = 7, the 20th
In the table, SQw (21=1, 5Q++a(21=7
, 5QFLG (2) = 1 is added. and,
Sequence step 5Q of this Table 20 movement sequence
Scheduling (B) is executed for each STEP, and when the processing of all sequence steps (up to SQSTEP=2) is completed, the schedules in Tables 7 to 10 are rewritten based on Table 13.

The selection of the bogie and the determination of the travel route are carried out by the above method, but after this, the central control device 1 transmits the information by radio etc. according to the determined bogie travel schedule (Table 7) and area waiting table (Table 10). Send entry permission etc. to each trolley,
On the other hand, by receiving current location data etc. from each bogie, processing such as clearing areas and passes from the bogie travel schedule (Table 7) and area waiting table (Table 10) is performed, and the operation of the entire system continues. managed.

As explained above, a movement request is first attempted to be realized through the first scheduling based on a simulation that includes a time element, but in this scheduling, the system at the time is used to search and process in order to realize the movement request in the shortest possible time. Depending on the situation, it may take a long time to process, so certain restrictions and standards are set that must be allowed, and if the standards are exceeded, the processing result is considered unfeasible and will not be adopted. After the other movement requests are processed, the process is performed again, but if it cannot be realized even after repeating the process several times, second scheduling, which is a simulation regarding only the movement procedure, is performed. Since this is a simulation regarding only the movement procedure based on the final station of all bogies and the movement request, the movement request will not be realized in the shortest time as in the first scheduling, but the layout and travel route can be set appropriately. By doing so, the movement request can be realized without deadlock occurring.

By performing operation management using these two types of scheduling, the processing time is shorter compared to scheduling only based on simulations that include time, and the memory capacity of the processing device is reduced because the movement procedure is not stored in advance in the second scheduling. There is no need for a data set for this purpose. Therefore, the processing equipment has a relatively low capacity,
Since it only requires a low speed, it is possible to reduce costs.

In addition, it is possible to select the most suitable cart and travel route for the movement request, and deadlocks can be prevented. In addition, since it is possible to realize single-route bidirectional travel, it is possible to unify the processing for the layout, which makes it possible to standardize and improve reliability.
Maintainability is improved, layout design constraints conventionally considered based on movement requirements are reduced, design becomes easier, and design costs are reduced. Furthermore, fluctuations in conveyance efficiency are reduced even with changes in the order of movement requests and the like.

Furthermore, since bidirectional travel is possible, layout efficiency and transport efficiency are improved, and the number of carts can be reduced, making it possible to reduce system costs.

Furthermore, remote control via radio etc. is possible due to the centralized management of the entire military, eliminating the need for local branch/merging sensors, photoelectric switches, wiring, etc., reducing costs and making it easier to change the layout. Since scheduling is performed based on the scheduled time, not only empty carts are scheduled, but even actual carts are scheduled, improving the operational efficiency of the cart.

In this embodiment, if the need for evacuation occurs even once during the first scheduling by simulation, scheduling is disabled, but the present invention is not limited to this, and the evacuation method and chaining within the allowable range of processing time. If such factors are taken into consideration, the success rate of the first scheduling will increase, and efficiency will further improve.

Furthermore, in this embodiment, the traveling route between stations is single to simplify the explanation, but the present invention is not limited to this, and there may be multiple traveling routes, in which case one
Multiple travel routes are set for one movement request, and the
Needless to say, in scheduling, the shortest travel route is determined from among them.

Furthermore, it goes without saying that if the approach routes in Table 16 and the exit routes in Table 17 in the second scheduling are arranged in order of shortest travel time, the most efficient movement procedure will be selected.

Furthermore, the running of the bogie according to this embodiment is performed based on the scheduled time, but if errors in the scheduled time accumulate due to obstacles or trouble with the bogie, errors in setting data, etc., the running of the bogie is performed at a fixed time interval or by a separate algorithm. Needless to say, it may be corrected as appropriate.

(Leaving space below) Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table [Effects of the Invention] As explained above, in this invention, the operation management of bogies is Usually, this is performed by a first scheduling using a first simulation including a time element, and when a predetermined condition is not satisfied, a second scheduling is performed in which a movement sequence is generated by a second simulation regarding only the movement procedure. This reduces the memory capacity required to store the movement sequence in the second scheduling when the movement sequence is simple, the number of moving objects and stations is large, and the number of movement sequences is large, and the movement sequence is automatically created. By being able to set the same route and realizing single-route and bi-directional operation, it is possible to achieve an equivalent effect of realizing versatile traffic management.

[Brief explanation of drawings]

FIG. 1 is a schematic plan view showing an example of the travel route of an automatic guided vehicle to which the mobile object operation management method according to the present invention is applied;
FIG. 2 is a flowchart of the main routine of this invention.
FIG. 3 is a flowchart of the first scheduling subroutine, FIG. 4 is a flowchart of the travel schedule generation subroutine, FIG. 5 is a flowchart of the travel route generation subroutine, FIG. 6 is a flowchart of the scheduling (A) subroutine, and FIG. A schematic diagram explaining the common route, FIG. 8 is a flowchart of the second scheduling subroutine, FIG. 9 is a flowchart of the movement sequence generation subroutine, FIG. 10 is a flowchart of the sequence generation 1 subroutine, and FIG. 11 is the sequence generation 2 subroutine. 12 is a flowchart of the sequence generation 3 subroutine, and FIG. 13 (a) is a flowchart of the sequence generation 3 subroutine.
), Fig. 13 (bl is the flowchart of the eviction data generation subroutine, Fig. 14 is the 19.2nd
FIG. 15 is a flowchart of the scheduling (B) subroutine. 1...Central control device DI, D2...Dolly 31
~S8...Station A-L...Area a-
h...Pass Agent Patent Attorney Noboru Kono

Claims (1)

[Scope of Claims] Selecting one from a plurality of moving objects arranged on a limited traveling route to individually satisfy one or more movement requests,
In a method for managing the operation of a mobile object, the movement schedule of the selected mobile object is determined by simulation by selecting one from a plurality of travel routes connecting stations scattered on the travel route of the selected mobile object. A first simulation including a time element related to the movement of a plurality of moving objects and each of the travel routes is performed by setting constraints, and the simulation results are judged based on predetermined criteria, and the movement according to the movement request is performed. a first step of selecting a moving object and its travel route; and when the first step does not satisfy a predetermined condition, an initial arrangement of the final arrangement of each moving object when the initial arrangement or the previous movement request is satisfied; 1. A method for managing the operation of a moving object, comprising the steps of: performing a second simulation relating only to movement procedures, and selecting a movable moving object and its travel route through the second simulation.