JP2026022000A - Mobile object control method and cargo handling system - Google Patents

Abstract

To improve adjustment work before operation of a cargo handling system.
[Solution] A method for controlling a mobile body includes the steps of operating the mobile body in a position adjustment mode for adjusting a target position of a load in map data, and operating the mobile body in a work mode for loading and unloading the load at the target position based on the map data. The position adjustment mode includes the steps of detecting a holding facility on which the load is to be placed with a detection unit of the mobile body, and adjusting the target position on the holding facility based on position information of the detected holding facility and position information of the holding facility in the map data.
[Selected Figure] Figure 6

Description

This disclosure relates to a control method for a moving object and a cargo handling system.

Technology for using automatically moving vehicles to perform cargo handling operations in warehouses and other locations is known. For example, Patent Document 1 discloses a picking system in which a transport vehicle transports items placed on shelves at a picking station to shelves at a shipping station.

Japanese Patent Application Laid-Open No. 2018-188236

Mobile objects move and load and unload cargo based on map data that defines the work area. There may be a misalignment between the location of cargo on the map data and its actual location on the cargo holding equipment (such as shelves). For this reason, trial runs of the mobile objects are conducted at the work site before the cargo handling system is put into operation. During the trial run, the mobile object actually performs the operations that will be performed during operation, and workers make any necessary adjustments while monitoring the mobile object. There is a need to improve the adjustment work before the cargo handling system is put into operation, such as reducing work time and workload.

The present disclosure aims to solve the above-mentioned problems and provide a method for controlling a mobile object and a cargo handling system that can improve adjustment work before the cargo handling system is put into operation.

The mobile body control method disclosed herein is a method for controlling a mobile body that performs loading and unloading work, and includes the steps of operating the mobile body in a position adjustment mode that adjusts a target position of a load in map data, and operating the mobile body in a work mode that loads and unloads the load at the target position based on the map data, wherein the position adjustment mode includes the steps of detecting, with a detection unit of the mobile body, a holding facility on which the load is to be placed, and adjusting the target position on the holding facility based on the detected position information of the holding facility and the position information of the holding facility in the map data.

The cargo handling system disclosed herein comprises a mobile body capable of switching between multiple operating modes, including a position adjustment mode that adjusts the target position of a cargo in map data and a work mode that loads and unloads the cargo at the target position based on the map data, and an information processing device that processes information according to the operating mode of the mobile body. In the position adjustment mode, the mobile body detects the holding facility on which the cargo is placed using a detection unit of the mobile body, and the information processing device adjusts the target position on the holding facility based on the position information of the holding facility detected by the mobile body and the position information of the holding facility in the map data.

The method for controlling a mobile body disclosed herein is a method for controlling a mobile body performing loading and unloading work, and includes the steps of operating the mobile body in a driving adjustment mode that adjusts driving parameters in a curved area of map data, and operating the mobile body in a work mode that loads and unloads cargo based on the map data and the driving parameters, wherein the driving adjustment mode includes the steps of having the mobile body travel through the curved area multiple times at different driving speeds, and adjusting the driving parameters in the curved area based on the results of obstacle detection by a detection unit of the mobile body while traveling through the curved area.

The cargo handling system disclosed herein comprises a mobile body capable of switching between multiple operating modes, including a driving adjustment mode that adjusts driving parameters in curved areas of map data and a work mode that loads and unloads cargo based on the map data and the driving parameters, and an information processing device that processes information according to the operating mode of the mobile body. In the driving adjustment mode, the mobile body travels through the curved area multiple times at different driving speeds, and the information processing device adjusts the driving parameters in the curved area based on the results of obstacle detection by the mobile body's detection unit while traveling through the curved area.

This disclosure makes it possible to improve adjustment work before the loading and unloading system is put into operation.

FIG. 1 is a schematic diagram of a cargo handling system according to this embodiment. FIG. 2 is a schematic diagram of the configuration of a moving body. FIG. 3 is a schematic block diagram of the management device. FIG. 4 is a schematic block diagram of an information processing device. FIG. 5 is a schematic block diagram of a control device for a moving body. FIG. 6 is a schematic plan view illustrating the detection operation of the holding equipment. FIG. 7 is a schematic perspective view showing an example of the holding equipment. FIG. 8 is a schematic side view illustrating the detection operation of the holding equipment. FIG. 9 is a schematic diagram illustrating the adjustment result of the target position. FIG. 10 is a schematic plan view for explaining the process of acquiring the passage interval. FIG. 11 is a schematic diagram illustrating a movement trajectory in an approach operation of a moving object. FIG. 12 is a schematic side view for explaining the process of acquiring the passage interval. FIG. 13 is a schematic diagram showing the approach process to the target position by the moving body. FIG. 14 is a schematic diagram showing an example of acquiring an error in the approach position when the installation area is a floor surface. FIG. 15 is a diagram showing an example of an installation area in a linear layout. FIG. 16 is a diagram showing another example of the installation area in a linear layout. FIG. 17 is a schematic plan view illustrating an example of a curved area. FIG. 18 is a schematic plan view illustrating another example of the curved area. FIG. 19 is a schematic diagram illustrating a safety area according to the traveling speed of a moving object. FIG. 20 is a schematic diagram showing a safety area and obstacles when a moving object travels through a curved area 103. In FIG. FIG. 21 is a schematic diagram showing an example of a curved area with double tracks. FIG. 22 is a flowchart illustrating the processing flow of the position adjustment mode. FIG. 23 is a flowchart illustrating the processing flow of the driving adjustment mode. FIG. 24 is a flowchart illustrating the processing flow of the work mode.

Preferred embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. Note that the present disclosure is not limited to these embodiments, and when there are multiple embodiments, they also include configurations that combine the respective embodiments.

(First embodiment)
(Cargo handling system)
FIG. 1 is a schematic diagram of a cargo handling system according to this embodiment. As shown in FIG. 1, the cargo handling system 1 according to this embodiment includes a mobile object 10, a management device 12, and an information processing device 14. The cargo handling system 1 is a system in which cargo handling operations are performed by the mobile object 10 at a facility W. The facility W is, for example, a facility managed by logistics, such as a warehouse. In the cargo handling system 1, the mobile object 10 performs cargo handling operations. The mobile object 10 holds and transports cargo P placed within an area AR of the facility W and places the cargo P at a target location. The area AR is, for example, the floor of the facility W, and is an area where the cargo P is placed and where the mobile object 10 moves. The facility W includes structures such as walls 120 and columns 122. The area AR is defined by these walls 120, columns 122, and the like. In this embodiment, the cargo P is a transport target in which items are loaded on a pallet. The pallet of the cargo P has openings formed therein through which forks 24 (described later) of the mobile object 10 are inserted. However, the cargo P is not limited to cargoes loaded on a pallet, and may be in any form, for example, it may be cargoes only without a pallet.

Hereinafter, one direction along the area AR will be referred to as the X direction, and the direction along the area AR that intersects with the X direction will be referred to as the Y direction. In this embodiment, the Y direction is the direction perpendicular to the X direction. The X and Y directions may also be said to be directions along a horizontal plane. Furthermore, the direction perpendicular to the X and Y directions, more specifically the direction pointing vertically upward, will be referred to as the Z direction. Furthermore, in this embodiment, unless otherwise specified, "position" refers to a position (coordinate) in a coordinate system on a two-dimensional surface on the area AR (the coordinate system of the area AR). Furthermore, unless otherwise specified, "attitude" of the mobile body 10, etc., refers to the orientation of the mobile body 10, etc., in the coordinate system of the area AR, and refers to the yaw angle (rotation angle) of the mobile body 10 when viewed from the Z direction, with the X direction being 0°.

Area AR within facility W has multiple installation areas. An installation area is an area set up for placing luggage P. An installation area may have holding equipment 2 on which luggage P is placed. The holding equipment 2 is, for example, a shelf (rack) for holding luggage. The holding equipment 2 may be a workbench for picking work or the like, or a conveyor lane for transporting luggage P. An installation area may not have holding equipment 2. In such an installation area, luggage P (a pallet of luggage P) is placed directly on the floor by a mobile object 10. The position (coordinates), shape, and size of the installation area are set in advance.

(Waypoint)
In the area AR, a waypoint A is set for each position (coordinate). A travel path 102, which is the travel route along which the mobile body 10 travels, is set to connect the waypoints A. In other words, the route connecting the waypoints A that the mobile body 10 plans to pass through becomes the travel path 102 of the mobile body 10. The waypoints A are set according to the layout of the facility W, such as the locations of the installation areas and the passageways. For example, the waypoints A are set in a matrix pattern within the area AR, and their positions and numbers are set so that a travel route can be set connecting a position facing one installation area to a position facing any other installation area. A position facing an installation area may be, for example, a position from which the mobile body 10 can pick up luggage P placed in the installation area. In addition, among the waypoints A, a waypoint A serving as a charging location (waypoint An where a charging device CH is located in the example of FIG. 1 ) and a waypoint A serving as a waiting location (waypoint Am in the example of FIG. 1 ) are set. Waypoint A, which serves as a charging location or waiting location, may be set at any position that does not overlap with the route connecting waypoints A facing each other in the installation area (the route used for transportation).

The locations of the installation area, the holding facility 2, the waypoint A, the travel path 102, etc. are pre-registered in map data 52B for area AR (see Figure 4). The mobile body 10 moves based on map data 52B. A target position Q is set for each installation area (holding facility 2 or location where luggage P is placed directly) in map data 52B. The target position Q is the position coordinate where luggage P will be placed by the mobile body 10. One or more target positions Q are set for one holding facility 2. During loading and unloading operations, the mobile body 10 holds luggage P at target position Q designated as the unloading position, and places luggage P at target position Q designated as the loading position.

(Mobile)
2 is a schematic diagram of the configuration of a mobile body 10. The mobile body 10 is a device that can move automatically and transport a load P. Furthermore, in this embodiment, the mobile body 10 is a forklift, more specifically, a so-called AGV (Automated Guided Vehicle) or AGF (Automated Guided Forklift). However, the mobile body 10 is not limited to a forklift that transports load P, and may be any device that can move automatically.

As shown in FIG. 2, the mobile body 10 includes a vehicle body 20, wheels 20A, straddle legs 21, a mast 22, forks 24, a detector 26, a bracket 27, and a control device 28.

The straddle legs 21 are a pair of shaft-shaped members provided at one end of the vehicle body 20 in the fore-and-aft direction and protruding from the vehicle body 20. Wheels 20A are provided on the tip of each straddle leg 21 and on the vehicle body 20. That is, a total of three wheels 20A are provided, but the positions and number of wheels 20A may be arbitrary. The mast 22 is movably attached to the straddle legs 21 and moves in the fore-and-aft direction of the vehicle body 20. The mast 22 extends in an up-and-down direction (here, direction Z) perpendicular to the fore-and-aft direction. The fork 24 is movably attached to the mast 22 in direction Z. The fork 24 can also move laterally of the vehicle body 20 (a direction intersecting the up-and-down and fore-and-aft directions) relative to the mast 22. The fork 24 has a pair of claws 24A, 24B. The claws 24A, 24B extend from the mast 22 toward the front of the vehicle body 20. Claws 24A and 24B are spaced apart laterally on mast 22. In the following, the front-to-rear direction refers to the side of the moving body 10 where forks 24 are provided, and the rear direction refers to the side where forks 24 are not provided.

The detection unit 26 detects environmental information around the mobile object 10. For example, the detection unit 26 detects luggage P placed at the target position Q as a pickup location. The detection unit 26 detects obstacles, for example, as the mobile object 10 travels through the area AR. As shown in FIG. 1, obstacles include stationary objects in the area AR, such as walls 120, pillars 122, holding equipment 2, and placed luggage P, as well as moving objects, such as other mobile objects 10 other than the mobile object itself. The detection unit 26 includes one or more sensors. In the example of FIG. 2, the detection unit 26 includes sensors 26A, 26B, and a TOF camera 26C.

Sensors 26A and 26B detect at least one of the position and posture of an object present around the vehicle body 20. It can also be said that sensors 26A and 26B detect at least one of the position of an object relative to the mobile body 10 and the posture of the object relative to the mobile body 10. In this embodiment, sensor 26A is provided at the forward tip of each straddle leg 21 and on the rearward side of the vehicle body 20. In this embodiment, sensor 26B is provided above the vehicle body 20, near the upper end of the mast 22. However, the locations at which sensors 26A and 26B are provided are not limited to this, and sensors may be provided at any location, and any number of sensors may be provided.

Sensors 26A and 26B are, for example, sensors that emit laser light. Sensors 26A and 26B emit laser light while scanning in one direction (here, the horizontal direction), and detect the position and orientation of an object from the reflected light of the emitted laser light. In other words, sensors 26A and 26B can also be considered two-dimensional (2D) LiDAR (Light Detection and Ranging). However, sensors 26A and 26B are not limited to the above and may be sensors that detect objects using any method. For example, they may be three-dimensional (3D) LiDAR that scans in multiple directions, one-dimensional (1D) LiDAR that does not scan, or a camera.

TOF camera 26C detects images and position information of objects in front of fork 24. TOF camera 26C is equipped with a ToF (Time of Flight) distance image sensor as its image sensor. The ToF method is a distance measurement technique that measures the distance to an object by irradiating light from a light source onto the object and utilizing the time difference between when the reflected light is detected by the image sensor. TOF camera 26C generates a depth image that measures depth information for each pixel along with the captured image. This allows the distance to the object captured in the captured image to be obtained. In this embodiment, TOF camera 26C moves integrally with fork 24. In the example of Figure 2, TOF camera 26C is attached to bracket 27 extending downward from the underside of fork 24. As a result, TOF camera 26C moves up and down as fork 24 moves up and down along mast 22. The TOF camera 26C moves back and forth as the mast 22 and fork 24 move back and forth along the straddle leg 21. Instead of the TOF camera 26C, an imaging device capable of measuring distance, such as a stereo camera, or a three-dimensional (3D) LiDAR may be mounted on the bracket 27.

The control device 28 controls the movement of the mobile body 10. The control device 28 will be described later.

(Management device)
FIG. 3 is a schematic block diagram of the management device. The management device 12 is a system that manages logistics in the facility W. In this embodiment, the management device 12 is a WCS (warehouse control system) or a WMS (warehouse management system). However, the management device 12 is not limited to a WCS or a WMS and may be any system, such as a back-end system such as a production management system. The management device 12 may be installed at any location, and may be installed within the facility W or at a location remote from the facility W to manage the facility W from that location. The management device 12 is a computer, and as shown in FIG. 3, includes a communication unit 30, a memory unit 32, and a control unit 34.

The communication unit 30 is a module used by the control unit 34 to communicate with external devices such as the information processing device 14, and may include, for example, a Wi-Fi (registered trademark) module or an antenna. In this embodiment, the communication method used by the communication unit 30 is wireless communication, but any communication method may be used. The storage unit 32 is memory that stores various information such as the calculation contents and programs of the control unit 34, and may include, for example, at least one of a main storage device such as RAM (Random Access Memory), ROM (Read Only Memory), and an external storage device such as an HDD (Hard Disk Drive).

The control unit 34 is a computing device and includes an arithmetic circuit such as a CPU (Central Processing Unit). The control unit 34 includes a destination information setting unit 40. The control unit 34 implements the destination information setting unit 40 and executes its processing by reading and executing a program (software) from the storage unit 32. The control unit 34 may execute processing using a single CPU, or may be equipped with multiple CPUs and execute processing using these multiple CPUs. The destination information setting unit 40 may also be implemented using a hardware circuit. The program for the control unit 34 stored in the storage unit 32 may also be stored on a recording medium readable by the management device 12.

The destination information setting unit 40 sets destination information indicating the destination of the moving object 10.

(information processing device)
FIG. 4 is a schematic block diagram of an information processing device. The information processing device 14 is installed in the facility W and processes information related to the movement of the mobile object 10. The information processing device 14 is, for example, a Fleet Control System (FCS), but is not limited thereto and may be any device that processes information related to the movement of the mobile object 10. The information processing device 14 is a computer and, as shown in FIG. 4 , includes a communication unit 50, a storage unit 52, and a control unit 54. The communication unit 50 is a module used by the control unit 54 to communicate with external devices such as the management device 12 and the mobile object 10, and may include, for example, an antenna or a Wi-Fi module. In this embodiment, the communication method used by the communication unit 50 is wireless communication, but any communication method may be used. The storage unit 52 is a memory that stores various information such as the calculation contents and programs of the control unit 54, and may include, for example, at least one of a RAM, a main storage device such as a ROM, and an external storage device such as an HDD. The storage unit 52 stores a program 52A for causing the calculation device to operate as the control unit 54 of this embodiment. The storage unit 52 stores map data 52B of the area AR. The storage unit 52 stores operation setting information 52C (described later) for the mobile object 10. Note that the operation setting information 52C for the mobile object 10 may be stored in a storage unit 72 (described later) of each mobile object 10.

The control unit 54 is a computing device and includes a computing circuit such as a CPU. The control unit 54 includes a destination information acquisition unit 60, an operation setting unit 62, a mode switching processing unit 64, and an adjustment processing unit 66. The control unit 54 reads and executes a program 52A (software) from the memory unit 52, thereby realizing the destination information acquisition unit 60, the operation setting unit 62, the mode switching processing unit 64, and the adjustment processing unit 66 and performing their processing. The control unit 54 may perform these processes using a single CPU, or may be equipped with multiple CPUs and perform the processes using the multiple CPUs. Furthermore, at least a portion of the destination information acquisition unit 60, the operation setting unit 62, the mode switching processing unit 64, and the adjustment processing unit 66 may be realized using hardware circuits. Furthermore, the program 52A for the control unit 54 stored in the memory unit 52 may be stored on a recording medium readable by the information processing device 14.

The information processing device 14 according to this embodiment performs information processing according to the operation mode of the mobile body 10. The destination information acquisition unit 60 acquires destination information, and the work setting unit 62 sets work instructions for the mobile body 10. The mode switching processing unit 64 generates a mode switching instruction to switch the operation mode of the mobile body 10. The adjustment processing unit 66 performs various adjustment processes based on the detection results obtained by the detection unit 26 of the mobile body 10 when the mobile body 10 is operated in an adjustment mode (position adjustment mode, travel adjustment mode). Note that instead of transmitting a mode switching instruction to switch the operation mode of the mobile body 10 from the information processing device 14 to the mobile body 10, an operator may input a mode switching instruction to the mobile body 10 without going through the information processing device 14 or the management device 12. In this case, the mode switching processing unit 64 does not need to be provided in the information processing device 14.

In this embodiment, the management device 12 and the information processing device 14 are separate devices, but they may also be integrated devices. That is, the management device 12 may also have at least some of the functions of the information processing device 14, and the information processing device 14 may also have at least some of the functions of the management device 12.

(Control device for mobile body)
Next, the control device 28 of the mobile body 10 will be described. FIG. 5 is a schematic block diagram of the control device of the mobile body. The control device 28 is a device that controls the mobile body 10. The control device 28 is a computer, and as shown in FIG. 5, includes a communication unit 70, a storage unit 72, and a control unit 74. The communication unit 70 is a module used by the control unit 74 to communicate with external devices such as the information processing device 14, and may include, for example, an antenna or a Wi-Fi (registered trademark) module. In this embodiment, the communication method used by the communication unit 70 is wireless communication, but any communication method may be used. The storage unit 72 is a memory that stores various information such as the calculation contents and programs of the control unit 74, and includes, for example, at least one of a RAM, a main storage device such as a ROM, and an external storage device such as an HDD.

The control unit 74 is a computing device and includes a computing circuit such as a CPU. The control unit 74 includes a task acquisition unit 80, an operation control unit 82, a switching unit 84, and a detection processing unit 86. The control unit 74 implements the task acquisition unit 80, the operation control unit 82, the switching unit 84, and the detection processing unit 86 by reading and executing a program (software) from the memory unit 72. The control unit 74 may implement these processes using a single CPU, or may be equipped with multiple CPUs and implement the processes using the multiple CPUs. Furthermore, at least a portion of the task acquisition unit 80, the operation control unit 82, the switching unit 84, and the detection processing unit 86 may be implemented using hardware circuits. Furthermore, the program for the control unit 74 stored in the memory unit 72 may be stored on a recording medium readable by the control device 28.

The operation acquisition unit 80 acquires information indicating the travel route of the mobile unit 10, and the operation control unit 82 controls the movement mechanisms of the mobile unit 10, such as the drive unit and steering, to control the movement of the mobile unit 10. The operation control unit 82 also controls the movement mechanisms of the mast 22 and forks 24 to control the operations of the forks 24 to hold and release the load P.

The mobile body 10 according to this embodiment is capable of switching between multiple operating modes. The switching unit 84 switches the operating mode of the mobile body 10 in response to a mode switching instruction from the information processing device 14. In this embodiment, the operating modes of the mobile body 10 include a work mode in which cargo P is loaded and unloaded at a target position Q based on map data 52B, a position adjustment mode in which the target position Q of the cargo P is adjusted in the map data 52B, and a driving adjustment mode in which driving parameters are adjusted in curved areas in the map data 52B. The work mode is the operating mode during normal operation of the cargo handling system 1 and is the operating mode in which cargo handling work is performed. The position adjustment mode and driving adjustment mode are operating modes for adjustment work performed before the cargo handling system 1 is put into operation or during maintenance. Hereinafter, the position adjustment mode and driving adjustment mode are collectively referred to as the adjustment mode. In the adjustment mode, the mobile body 10 performs a trial run without performing cargo handling work. Note that instead of acquiring a mode switching instruction from the information processing device 14, the switching unit 84 may accept input of a mode switching instruction from the worker without going through the information processing device 14 or the management device 12.

The detection processing unit 86 acquires the detection results from the detection unit 26 and performs information processing based on the acquired detection results. The detection processing unit 86 acquires the self-position of the mobile body 10 from the detection results from the detection unit 26. The detection processing unit 86 determines whether an obstacle has been detected while the mobile body 10 is traveling. The detection processing unit 86 calculates the position of the holding equipment 2, such as a shelf, from the detection results from the detection unit 26.

(Handling system processing)
The processing contents of the cargo handling system 1 will be explained below.

The map data 52B contains pre-registered information such as the location of the holding equipment 2, the locations of fixed obstacles such as walls 120 and pillars 122, the target position Q for each installation area, the location of waypoint A, and the travel path 102. In work mode, the mobile body 10 performs loading and unloading operations based on the map data 52B. The mobile body 10 acquires work instructions from the information processing device 14 from the source to the destination. The work instructions acquire the target position Q, which is the loading position (source) and the target position Q, which are specified by the destination information. The information on the target position Q includes the coordinate values of X, Y, Z, and θ (yaw angle) in the map data 52B. The mobile body 10 estimates its own position and detects obstacles based on the map data 52B and the detection results of the detection unit 26, calculates a travel trajectory according to the actual environment, and travels from the source to the destination. The mobile body 10 performs an approach operation to the target position Q when unloading at the source or loading at the destination. The mobile unit 10 controls the position and posture of the mobile unit 10 from the start position of the approach operation to the end position (i.e., target position Q), causing the fork 24 to reach target position Q.

There may be errors between the position information in the map data 52B and the actual location of obstacles in the facility W, the location of the installation area, the location of the holding equipment 2, and so on. Therefore, before the cargo handling system 1 goes into operation, a trial run of the mobile body 10 is conducted based on the map data 52B. Typically, a worker is present during the trial run to check whether the mobile body 10 can properly approach each target position Q in the area AR, whether the mobile body 10 can travel through the area AR without any problems, and so on. If there are any problems, the worker may perform tasks such as correcting the map data 52B or the travel parameters. Performing adjustments for all check items takes time and places a heavy burden on the worker. Therefore, the cargo handling system 1 according to this embodiment operates the mobile body 10 in adjustment modes (position adjustment mode, travel adjustment mode) during the trial run, thereby reducing the worker's work time and workload.

(Position adjustment mode)
First, the position adjustment mode according to the embodiment will be described. The position adjustment mode is a mode for checking and adjusting the position of the target position Q so that the mobile object 10 appropriately approaches the target position Q of the luggage P in the map data 52B.

The position adjustment mode includes a step of detecting the holding facility 2 on which the luggage P is placed using the detection unit 26 of the mobile object 10, and a step of adjusting the target position Q on the holding facility 2 based on the position information of the detected holding facility 2 and the position information of the holding facility 2 in the map data 52B.

The mobile body 10 executes a step in which the detection unit 26 of the mobile body 10 detects the holding facility 2 on which the luggage P is placed. When starting the position adjustment mode, the information processing device 14 generates a mode switching instruction to switch to the position adjustment mode using the mode switching processing unit 64 and transmits the mode switching instruction to the mobile body 10 using the communication unit 50. Upon receiving the mode switching instruction, the mobile body 10 switches the operation mode to the position adjustment mode using the switching unit 84. As a result, the mobile body 10 operates in the position adjustment mode. Note that the operator may also switch the operation mode by inputting a mode switching instruction to the control device 28 of the mobile body 10. In this case, it is not necessary for the information processing device 14 to generate and transmit a mode switching instruction.

When operating in position adjustment mode, the mobile body 10 acquires operation setting information 52C from the information processing device 14 via the communication unit 70. The operation setting information 52C is data that pre-sets the operating conditions of the mobile body 10 in adjustment mode. In position adjustment mode, the mobile body 10 automatically performs an operation to detect the holding equipment 2 that is the detection target, based on the pre-set operation setting information 52C. In other words, the mobile body 10 operates in position adjustment mode without any operational input from the operator.

Figure 6 is a schematic plan view illustrating the detection operation of the holding equipment. Figure 7 is a schematic perspective view showing an example of holding equipment. Figure 8 is a schematic side view illustrating the detection operation of the holding equipment. In the embodiment, the holding equipment 2 is an example of a shelf that holds luggage P. In the examples of Figures 6 to 8, the holding equipment 2 has a pillar portion 91 and a shelf board 92 supported by the pillar portion 91. The shelf board 92 has a rectangular shape, and each of its four corners is supported by the pillar portion 91. In the examples of Figures 6 to 8, the holding equipment 2 has two shelf boards 92 at different positions, one above the other. Including the floor surface below the shelf board 92, the holding equipment 2 has an installation area of three levels, and two target positions Q are set side by side for each level.

(Holding equipment detection process)
In the position adjustment mode, the mobile body 10 detects the holding facility 2 by approaching a part of the holding facility 2. In the example of Fig. 6, the mobile body 10 performs an approach operation to a pillar 91 of the holding facility 2. Based on the map data 52B, the mobile body 10 performs an approach operation to one of the multiple pillars 91 that is located closer when approaching the target position Q. Fig. 6 shows an example in which the mobile body 10 performs an approach operation to one pillar 91 per holding facility 2, but the mobile body 10 may approach multiple pillars 91.

During the approach operation, the mobile body 10 approaches the target position (post 91) so that the forks 24 can face the target position and place the cargo P held on the forks 24. Therefore, the mobile body 10 can detect images and position information of the post 91 using the TOF camera 26C, which detects the area ahead of the forks 24. Furthermore, when the mobile body 10 approaches the post 91 during the approach operation, the post 91 is positioned within the detection range of sensors 26A and 26B, and the position information of the post 91 can also be detected by sensors 26A and 26B. That is, the post 91 can be detected using a range image sensor (TOF camera 26C) or LiDAR (sensor 26A or 26B). The post 91 can be detected by any sensor included in the detection unit 26 of the mobile body 10. For example, an image of the post 91 can be acquired using a regular camera without distance detection capabilities, and the position of the post 91 can be estimated by image processing. The detection processing unit 86 of the moving body 10 acquires actual position information of the pillar 91 in the area AR based on the detection results of these detection units 26 and the moving body 10's own position.

In this manner, in this embodiment, the pillar 91 can be detected in front of the mobile body 10 by performing an approach operation toward a portion of the holding facility 2 (pillar 91) rather than the target position Q of the holding facility 2. The pillar 91 is generally narrow, which tends to limit the number of measurement points (point cloud data) that can be acquired by sensors 26A, 26B, and TOF camera 26C. However, position detection accuracy can be improved by capturing the pillar 91 in front of the mobile body 10, where measurement accuracy is most readily achieved. When detecting the position of the pillar 91, it is preferable to detect the intersection between the pillar 91 and the shelf 92, for example, because this makes it easier to obtain accurate data. In addition to the pillar 91, the position of the end face (beam) of the shelf 92 may also be detected. Furthermore, when executing the position adjustment mode, a reflector or identification mark for position measurement may be attached to the pillar 91. This further improves position measurement accuracy. Note that while an example is shown here in which an approach operation is performed on a part of the holding equipment 2 (pillar 91), it is also possible to perform an approach operation on the target position Q of the holding equipment 2 to detect the position of the holding equipment 2 (pillar 91, etc.).

In the example of Figure 8, the holding facility 2 has multiple target positions Q at different heights. In this case, in position adjustment mode, the mobile body 10 changes the height of the detection unit 26 to detect multiple locations in the height direction of the holding facility 2. That is, if the holding facility 2 has multiple installation areas, the mobile body 10 positions the detection unit 26 at the height of each level of the holding facility 2 to obtain detection results. In the example of Figure 8, since the holding facility 2 has a three-level structure, the mobile body 10 moves the forks 24 up and down, positioning the TOF cameras 26C of the detection unit 26 at the height of each level of the holding facility 2 to detect the pillars 91. For example, the mobile body 10 detects the pillars 91 using the TOF cameras 26C at the height positions of the forks 24 when approaching the target position Q of the first level, the height positions of the forks 24 when approaching the target position Q of the second level (see dashed double-dashed line), and the height positions of the forks 24 when approaching the target position Q of the third level (see dashed double-dashed line). This allows the actual position information of the pillar 91 to be obtained at the approach height of each step.

The mobile body 10 transmits the position information of the pillar 91 obtained by the detection processing unit 86 to the information processing device 14 via the communication unit 70.

(Target position adjustment)
In the embodiment, the information processing device 14 executes a step of adjusting the target position Q in the holding facility 2 based on the detected position information of the holding facility 2 and the position information of the holding facility 2 in the map data 52B.

The information processing device 14 calculates the actual position coordinates of the holding facility 2 based on the actual position information of the pillar 91 acquired by the mobile body 10 and the map data 52B. The shape, dimensions, and orientation of the holding facility 2 are known in the map data 52B. Therefore, it is possible to obtain the horizontal (X and Y) positional deviation and the yaw attitude deviation of the holding facility 2 between the actual position information of the pillar 91 and the position coordinates of the pillar 91 in the map data 52B. Furthermore, the inclination of the holding facility 2 can be determined from the positional information of multiple points in the height direction of the pillar 91. Therefore, the adjustment processing unit 66 of the information processing device 14 calculates the actual position (X and Y coordinates) and actual attitude (tilt angles in the roll, pitch, and yaw directions) of the holding facility 2 shown in FIG. 7 based on the acquired position information. Furthermore, the relative coordinates of the target position Q on the holding facility 2 (e.g., the relative coordinates of the target position Q with respect to the detected pillar 91) are known in the map data 52B. Therefore, the adjustment processing unit 66 calculates the position coordinates (X, Y, Z coordinates) of each target position Q set on the holding equipment 2 from the actual position and posture of the holding equipment 2.

If there is an error between the position coordinates of the target position Q registered in the map data 52B and the calculated position coordinates of the target position Q, the adjustment processing unit 66 corrects (adjusts) the position coordinates of the target position Q in the map data 52B using the calculated position coordinates of the target position Q.

Figure 9 is a schematic diagram illustrating the results of adjusting the target position. In Figure 9, the holding facility 2 and target position Q registered in map data 52B are indicated by dotted lines. In Figure 9, the holding facility 2 and target position Q calculated based on the position information of the holding facility 2 detected by the detection unit 26 are indicated by solid lines. In Figure 9, to explain the concept of positional deviation, the deviation between the position and orientation of the holding facility 2 in map data 52B (dotted lines) and the actual position and orientation (solid lines) is exaggerated. As shown in Figure 9, the information processing device 14 corrects the map data 52B based on the position information of the holding facility 2 detected by the detection unit 26 so that the target position Q in map data 52B becomes the appropriate position in the actual environment. As a result, when the mobile object 10 operates in work mode, the mobile object 10 can approach the appropriate position that matches the actual position and orientation of the holding facility 2 to load and unload cargo P.

(Obtaining aisle spacing)
FIG. 10 is a schematic plan view illustrating the process of acquiring aisle spacing. FIG. 11 is a schematic diagram illustrating a movement trajectory during an approach operation of a mobile object. FIG. 10 illustrates an example of an aisle 101 with two rows of shelves (holding equipment 2) facing each other. As shown in FIG. 11 , the approach operation involves the mobile object 10 facing along the aisle 101, changing its direction of travel by approximately 90 degrees, and curving its travel trajectory so as to directly face the target position Q of the holding equipment 2 or the column 91. Therefore, in FIG. 10 , if the width (spacing E) of the aisle 101 in the map data 52B is smaller than the width (spacing E) of the aisle 101 in the map data 52B, or if the travel path 102 registered at the position of the aisle 101 in the map data 52B is actually biased to one side of the aisle 101, the mobile object 10 may be unable to perform the approach operation, requiring a worker to take appropriate action. For example, Figure 10 shows a case in which the yaw-direction posture of one of the opposing holding devices 2 (bottom side of Figure 10) is tilted, and the spacing E1 at one end of the aisle 101 is smaller than the spacing E2 at the other end of the aisle 101.

The position adjustment mode according to this embodiment therefore includes a step in which the mobile body 10 travels between the opposing holding facilities 2 to acquire the distance E between the opposing holding facilities 2. This step of acquiring the distance E is performed before the detection process of the holding facilities 2 by the approach operation to the holding facilities 2 described above.

As the mobile body 10 travels along the passage 101 between opposing holding equipment 2, the detection unit 26 acquires position information for calculating the distance E between the holding equipment 2. For example, the detection processing unit 86 of the mobile body 10 detects position information for the front surface 93 of each holding equipment 2 based on the detection results of one or both of sensors 26A and 26B. The part of the holding equipment 2 to be detected is not particularly limited. It may be the pillar portion 91 of the holding equipment 2 or the end surface (beam) of the shelf 92. A pallet 110 may be placed in advance for position detection at target position Q on the first level (i.e., the floor surface) of the holding equipment 2, and the position of the pallet 110 may be detected by sensor 26A.

The detection operation of the holding equipment 2 by the mobile body 10 is not particularly limited. The mobile body 10 may collect the detection results of the detection unit 26 while traveling along the passage 101, or may alternate (intermittently) perform movement and data collection, such as pausing at a measurement position between opposing holding equipment 2 to collect data using the detection unit 26, and then moving to the next measurement position.

Figure 12 is a schematic side view illustrating the process of acquiring the aisle spacing. In the process of acquiring the aisle spacing E, if the holding equipment 2 has multiple target positions Q at different heights, the mobile body 10 may change the height of the detection unit 26 to acquire the spacing E at multiple locations in the height direction.

For example, the mobile body 10 moves the forks 24 up and down to position the TOF camera 26C of the detection unit 26 at the height of each step of the holding equipment 2 to acquire the distance E. For example, the mobile body 10 detects the distance E using the TOF camera 26C at the height positions of the forks 24 when approaching the target position Q of the first step, the height positions of the forks 24 when approaching the target position Q of the second step, and the height positions of the forks 24 when approaching the target position Q of the third step. For the first step, sensor 26A may be used. If sensor 26B is a 3D-LiDAR, sensor 26B may simultaneously detect the distance E at each height. This acquires the distance E of the aisle 101 at the approach height of each step. This makes it possible to grasp differences in distance E, such as when the holding equipment 2 is tilted in the pitch direction and the distance E is different between the lower and upper parts of the holding equipment 2, as shown in FIG. 12. Therefore, situations such as when the first level of the holding facility 2 can be approached but the third level cannot can be identified before the approach.

The mobile body 10 calculates the distance E based on the position information detected by the detection processing unit 86. The detection processing unit 86 of the mobile body 10 calculates the distance E from the positions of the front faces 93 of the opposing holding equipment 2.

Then, in the step of detecting the holding equipment 2 using the detection unit 26 of the mobile body 10, the mobile body 10 either approaches a portion of the holding equipment 2 or skips the approach operation depending on the acquired distance E. The mobile body 10 performs an approach operation for holding equipment 2 that is located in a position where the distance E is greater than the minimum distance required for the approach operation. The mobile body 10 skips over holding equipment 2 that is located in a position where the distance E is less than the minimum distance required for the approach operation without performing an approach operation.

As a result, in position adjustment mode, the mobile body 10 automatically performs detection processing (approach operation) for all holding facilities 2 to be detected, except for holding facilities 2 for which the approach operation was skipped based on the acquired interval E. Therefore, even if there is holding facilities 2 that cannot be approached, the detection processing for the holding facilities 2 in position adjustment mode will not be terminated midway, and detection processing will be performed without any work by the operator for holding facilities 2 that can be detected automatically. For holding facilities 2 that cannot be approached, after a series of detection processes have been performed, the operator may separately perform corresponding work such as adjusting the position of the holding facilities 2 or correcting the map data 52B. This eliminates the need for the operator to accompany the mobile body 10 during the detection processing, thereby reducing the workload.

Note that depending on the actual environment of the facility W, the aisle 101 may be wide enough that the mobile object 10 can clearly approach it. Therefore, the process of obtaining the aisle spacing may not necessarily be performed.

(Processing to approach the target position)
13 is a schematic diagram showing the approach process to the target position by the mobile body 10. As described above, the position coordinates of each target position Q set on the holding facility 2 are adjusted based on the actual position of the holding facility 2 (pillar portion 91) acquired by the approach operation to the holding facility 2 and the relative coordinates of the target position Q within the holding facility 2. This eliminates any discrepancy between the coordinates of the target position Q in the map data 52B and the actual position of the target position Q. However, due to factors such as errors included in the position measurement and the fact that the floor surface conditions (friction, unevenness, etc.) in the area AR may differ from those expected, when the mobile body 10 actually performs the approach operation to the target position Q, the position at which the mobile body 10 approaches the target position Q may deviate from the target position Q.

Therefore, the position adjustment mode according to the embodiment can include, after the step of adjusting the target position Q, a step of moving the mobile body 10 toward the adjusted target position Q and obtaining an error in the approach position.

Specifically, the mobile body 10 performs an approach operation toward the target position Q from which error acquisition is to be performed. During the approach operation toward the target position Q, the mobile body 10 detects a portion of the holding equipment 2 using the detection unit 26. The detection processing unit 86 of the mobile body 10 detects, for example, the position coordinates of the end of the shelf 92 of the holding equipment 2 (i.e., the intersection of the shelf 92 and the column 91) that appears within the field of view of the TOF camera 26C. The approach operation of the mobile body 10 is repeatedly performed a predetermined number of times specified in the operation setting information 52C. The predetermined number of times can be set by the user to one or multiple times. The mobile body 10 transmits the detected position coordinates to the information processing device 14 via the communication unit 70.

The adjustment processing unit 66 of the information processing device 14 calculates a geometrically appropriate target position Q relative to the detected position of the holding facility 2 in the image of the TOF camera 26C. The adjustment processing unit 66 then acquires the deviation of the reference position of the mobile body 10 from the position coordinates of the appropriate target position Q obtained from the image of the TOF camera 26C as the approach position error. The reference position of the mobile body 10 is, for example, the origin position of the TOF camera 26C. The acquired approach position error includes positional deviation and attitude deviation. In particular, the approach position error includes positional error in the left-right direction (left-right direction in the image) of the mobile body 10 when facing the target position Q. If the approach operation is performed multiple times, the adjustment processing unit 66 calculates the average and variance of the approach position error.

The adjustment processing unit 66 compares the calculated approach position error with the threshold value specified in the operation setting information 52C (threshold value for position and orientation error, or threshold value for each of the mean and variance). If the calculated approach position error is greater than the threshold value, the adjustment processing unit 66 adjusts the target position Q in the map data 52B so that the error is within the threshold value. If the calculated approach position error is equal to or less than the threshold value, the adjustment processing unit 66 determines that the error is within the acceptable range and terminates processing without adjusting the target position Q. The threshold value can be set within a range in which the loading position of the cargo P can be adjusted while the mobile unit 10 has performed an approach operation. For example, the mobile unit 10 can adjust the installation position of the cargo P in the left-right direction without changing the position of the mobile unit 10 by performing a side shift operation in which the forks 24 are moved left-right. Therefore, the threshold value for the left-right error can be set according to the upper limit of the amount of movement possible by side shifting. This allows the positional deviation that occurs during the approach operation to be reliably corrected for loading and unloading of the cargo P.

Adjustment of the approach position error (the approach operation by the mobile body 10 and the adjustment process of the target position Q based on the approach position error) may be performed once or multiple times. Adjustment of the approach position error may be performed for all target positions Q set on the holding facility 2, or may be performed for only some of the target positions Q set on the holding facility 2. When adjusting the approach position error for only some of the target positions Q set on the holding facility 2, adjustment of the other target positions Q may be performed based on the results of adjusting those some target positions Q.

Note that if the installation area is the floor and there is no detectable holding equipment 2 at the target position Q, the pallet can be considered to be the holding equipment 2.

Figure 14 is a schematic diagram showing an example of obtaining an approach position error when the installation area is a floor surface. As shown in Figure 14, before the mobile body 10 performs an approach operation to the target position Q, a pallet 110 is placed at the target position Q in advance. The installation position of the pallet 110 is set to the appropriate position where the pallet 110 should be placed when the mobile body 10 approaches the target position Q in work mode. In position adjustment mode, the mobile body 10 performs an approach operation to the target position Q where the pallet 110 is placed without holding a load P, and detects the pallet 110 using a detection unit 26 such as a TOF camera 26C. The information processing device 14 can calculate a geometrically appropriate target position Q for the detected position of the holding equipment 2 (i.e., the pallet 110) in the image of the TOF camera 26C, and obtain the approach position error.

In some cases, installation areas are set to extend linearly on the floor surface. Figure 15 is a diagram showing an example of an installation area with a linear layout. Figure 15 shows an example in which linear installation areas R are set side by side in an area AR. The direction in which the installation areas R extend is the depth direction, and the direction in which the installation areas R are lined up is the width direction. In each installation area R, multiple target positions Q are lined up in the depth direction. The spacing between the target positions Q in the depth direction is set, for example, so that each package P is placed with almost no gaps. In this type of installation area R, packages P are placed in order starting from the target position Q at the back of the installation area R (upper side in Figure 15). In work mode, the approach operation to the target position Q is linear along the depth direction. Note that, although identification lines 107 may be set between each installation area R as markers for the worker, the identification lines 107 are not necessary for controlling the mobile body 10.

In the example shown in Figure 15, a temporary travel path 102X dedicated to the position adjustment mode is registered in the map data 52B, as indicated by the thick dotted line. The temporary travel path 102X is set separately from the general travel path 102 used in modes other than the position adjustment mode. The temporary travel path 102X extends along the width direction perpendicular to the depth direction of the installation area R. The temporary travel path 102X crosses multiple installation areas R. As a result, in the position adjustment mode, the mobile unit 10 approaches the target position Q from the side, as shown in Figures 13 and 14, and then changes its direction of travel by approximately 90 degrees to perform an approach operation along a path directly facing the target position Q. A pallet 110 is installed in advance at the target position Q, as in the example of Figure 14. The mobile unit 10 detects the position of the installed pallet 110, and the error in the approach position is calculated.

In the example of Figure 15, for one installation area R, pallets 110 can be installed at multiple target positions Q that are located farther apart than the distance required for approach operations. Therefore, in position adjustment mode, pallets 110 can be installed at multiple target positions Q at once, and the mobile body 10 can be caused to sequentially perform approach operations for those target positions Q. When an approach position error is acquired for the target position Q where the pallet 110 is installed in Figure 15, the position of the pallet 110 is changed to another target position Q, and the same operation is performed. Therefore, although Figure 15 illustrates only two temporary travel paths 102X, a separate temporary travel path 102X can be set for each target position Q in the depth direction. This allows the position adjustment mode to perform batch processing to acquire approach position errors for multiple target positions Q, without having to reposition the pallet 110 one by one from the back of the installation area R to acquire approach position errors, thereby reducing the workload of the operator. In FIG. 15 , as with the above, an approach operation may be performed on only a portion of the target positions Q, and the other target positions Q may be adjusted based on the results of adjusting those portions of the target positions Q.

16 is a diagram showing another example of an installation area with a linear layout. Unlike FIG. 15, FIG. 16 shows an example of setting a temporary travel path 102X when an obstacle such as a pillar 122 exists between horizontally arranged installation areas R. In FIG. 16, the installation area R is divided into a group on one side and a group on the other side, separated by the pillar 122. Therefore, a temporary travel path 102X is set for each group. The temporary travel path 102X in FIG. 16 includes a portion extending in the depth direction of the installation area R and a portion extending in the width direction so as to cross multiple installation areas R within the group. The portion of the temporary travel path 102X extending in the depth direction can be shared with the general travel path 102. If the width of the group (the number of columns in the installation area R) is small, the mobile body 10 may enter the installation area R by traveling backward, as indicated by the thick arrow in FIG. 16, change direction to follow a line extending in the width direction, and then approach the target position Q by traveling forward.

It is possible that the error between the target position Q and the actual approach position will be sufficiently small due to the position adjustment of the target position Q performed by the approach operation to the holding equipment 2 (pillar portion 91). Therefore, the approach process to the target position Q does not necessarily have to be performed.

(Driving adjustment mode)
Next, a driving adjustment mode according to the embodiment will be described. The driving adjustment mode is a mode for adjusting driving parameters in a curve area 103 (see FIG. 17) of the map data 52B.

The position adjustment mode includes a step of driving the mobile object 10 through the curved area 103 multiple times at different driving speeds, and a step of adjusting driving parameters in the curved area 103 based on the results of obstacle detection by the detection unit 26 of the mobile object 10 while driving through the curved area 103.

In the driving adjustment mode, the mobile body 10 performs a step of driving the curved area 103 multiple times at different driving speeds. When starting the driving adjustment mode, the information processing device 14 generates a mode switching instruction to switch to the driving adjustment mode using the mode switching processing unit 64 and transmits it to the mobile body 10. Upon receiving the mode switching instruction, the mobile body 10 switches the operating mode to the driving adjustment mode using the switching unit 84. As a result, the mobile body 10 operates in the driving adjustment mode. Note that the operator may also switch the operating mode by inputting a mode switching instruction to the control device 28 of the mobile body 10. In this case, it is not necessary for the information processing device 14 to generate and transmit a mode switching instruction.

When operating in the driving adjustment mode, the mobile object 10 acquires operation setting information 52C from the information processing device 14. In the driving adjustment mode, the mobile object 10 automatically performs operations to drive through the curved area 103 multiple times at different driving speeds based on the preset operation setting information 52C.

Figure 17 is a schematic plan view illustrating an example of a curved area. The curved area 103 in the area AR includes a corner of the area AR as shown in Figure 17. That is, the curved area 103 is a point (corner) where walls 120 extending in different directions intersect. In the case of Figure 17, a pillar 122 of a facility W is located near the corner. The wall 120 and pillar 122 are registered in the map data 52B as obstacles that prevent the mobile object 10 from traveling. In the map data 52B, a curved travel path 102 is set between the wall 120 and the pillar 122, and the area including this curved travel path 102 is the curved area 103.

Figure 18 is a schematic plan view illustrating another example of a curved area. The curved area 103 in area AR includes a junction as shown in Figure 18. That is, the curved area 103 is a location where paths extending in different directions intersect. In the case of Figure 18, there is a path 101 that passes between multiple opposing holding facilities 2, and another path 104 to which the path 101 connects. The holding facilities 2 act as obstacles that prevent the mobile object 10 from traveling. In map data 52B, travel paths 102 are set for each of the intersecting paths 101 and 104, and the area including the intersecting (merging) travel paths 102 is the curved area 103.

In the driving adjustment mode, the mobile object 10 automatically drives through a curved area 103 in map data 52B such as that shown in Figures 17 and 18. While the mobile object 10 is driving, the detection unit 26 detects obstacles. The detection processing unit 86 of the mobile object 10 determines, using the detection unit 26, whether or not there is interference between the safety area 130 and an obstacle, depending on the driving speed while driving through the curved area 103.

Figure 19 is a schematic diagram illustrating safety areas according to the traveling speed of a moving body. Safety areas 130 are set in front of and behind the moving body 10. The safety areas 130 are areas reserved so that if the moving body 10 detects an obstacle in the vicinity while traveling, it can stop without coming into contact with the detected obstacle. Safety areas 130 are set in front of and behind the moving body 10 in the direction of travel. The safety area 130 includes a deceleration area 132 and a forced stop area 134. The deceleration area 132 is the area where the moving body 10 begins to decelerate, and is an outer area that includes the outer edge of the safety area 130. The forced stop area 134 is the area where the moving body 10 is forced to stop, and is set in a range closer to the moving body 10 than the deceleration area 132. The forced stop area 134 includes the inner edge of the safety area 130 (i.e., the position closest to the moving body 10).

If an obstacle is present inside the outer edge of the safety area 130, the moving body 10 will decelerate. In one example, the moving body 10 is equipped with a normal brake, such as a regenerative brake on a motor provided in the drive unit, and a mechanical brake, such as a disc brake, for forced stopping. If an obstacle is present in the deceleration area 132 of the safety area 130, the moving body 10 will decelerate using the normal brake. If the moving body 10 approaches the obstacle until it enters the forced stop area 134, the mechanical brake will force it to a stop. This allows the moving body 10 to avoid contact with the obstacle while traveling. As mentioned above, obstacles include walls 120, pillars 122, holding equipment 2, and other moving bodies 10 other than the moving body itself.

The size of the safety area 130 changes depending on the traveling speed so that the vehicle can stop without coming into contact with an obstacle. In other words, the size of the safety area 130 corresponds to the braking distance based on the current speed of the mobile object 10. As shown in FIG. 19 , when the traveling speed of the mobile object 10 is low, the safety area 130 (deceleration area 132 and forced stop area 134) is set narrow (short), and when the traveling speed of the mobile object 10 is high, the safety area 130 (deceleration area 132 and forced stop area 134) is set wide (long). While FIG. 19 shows two examples of the range of the safety area 130, the range of the safety area 130 may change continuously or in stages depending on the traveling speed.

In this way, the safety area 130 changes depending on the travel distance, so by having the mobile body 10 travel through the curved area 103 multiple times at different travel speeds, it is possible to confirm whether an obstacle has approached to the inside of the safety area 130 corresponding to each travel speed. Detection of an obstacle approaching the safety area 130 is performed, for example, by acquiring point cloud data around the mobile body 10 using sensor 26A and obtaining the distance to the obstacle.

Figure 20 is a schematic diagram showing safety areas and obstacles when a mobile body travels through a curved area 103. Figure 20 shows an example of traveling through the curved area 103 shown in Figure 17. The mobile body 10 enters the curved area 103 along the travel path 102 registered in map data 52B, and travels through the curved area 103 along a curved section CV of the travel path 102 that is calculated in advance. Here, if an obstacle enters the safety area 130 at any time before the mobile body 10 passes through the curved area 103, it is determined that there is "interference" between the safety area 130 and the obstacle. If no obstacle enters the safety area 130 before the mobile body 10 passes through the curved area 103, it is determined that there is "no interference" between the safety area 130 and the obstacle. Figure 20 shows an example of "interference" because a wall 120 enters the safety area 130 while passing through the curved section CV.

The mobile body 10 sets the travel speed for each travel count based on the operation setting information 52C received from the information processing device 14. In one example, the mobile body 10 starts from the slowest travel speed in the operation setting information 52C and increases the travel speed each time the travel count increases. Because the safety area 130 is narrower the slower the speed, it is assumed that there will be no interference while the mobile body 10 is traveling at a low speed. As the travel speed increases and the safety area 130 expands, there is a possibility that there will be interference, as shown in FIG. 20. The mobile body 10 ends travel through the curved area 103 when the result of traveling through the curved area 103 is "interference." In addition, the operation setting information 52C (or map data 52B) specifies a preset upper limit speed for the curved area 103 that is assumed in advance. The mobile body 10 also ends travel through the curved area 103 when there is "no interference" even when the travel speed reaches the set upper limit speed.

The mobile body 10 transmits its traveling speed and whether or not there is interference to the information processing device 14. As a result, when the mobile body 10 performs a step of traveling through the curved area 103 multiple times at different traveling speeds, the maximum speed at which the mobile body 10 can travel without interference between the safety area 130 and an obstacle can be determined.

The information processing device 14 executes a step of adjusting driving parameters for the curved area 103 based on the detection results of an obstacle by the detection unit 26 of the mobile object 10 while traveling through the curved area 103. The driving parameters for the curved area 103 include an upper limit speed for the curved area 103. That is, in the step of adjusting the driving parameters, the information processing device 14 acquires the maximum speed at which interference between the safety area 130 and an obstacle does not occur as the upper limit speed for the curved area 103. Specifically, the adjustment processing unit 66 of the information processing device 14 acquires the driving results of the mobile object 10 (driving speed and whether or not interference occurs) for each curved area 103 registered in the map data 52B. For each curved area 103 registered in the map data 52B, the information processing device 14 sets an upper limit speed for the mobile object 10 when traveling through that curved area 103. That is, if the maximum speed at which interference between the safety area 130 and an obstacle does not occur matches the set upper limit speed, the adjustment processing unit 66 sets (updates) the maximum speed at which interference does not occur as the upper limit speed. If the maximum speed matches the set upper limit speed, there is no need to update the upper limit speed.

In this embodiment, the driving adjustment mode can include a step of issuing a notification when the acquired upper limit speed is lower than a preset upper limit speed. In this case, the information processing device 14 notifies a pre-specified destination via the communication unit 50 that the maximum speed has been lowered below the preset upper limit speed. The pre-specified destination can be the management device 12 or a terminal designated by the operator adjusting the loading/unloading system 1. The preset upper limit speed is the calculated maximum speed that can be driven according to the design. Therefore, if the maximum speed does not reach the preset upper limit speed, it is possible that the settings of the map data 52B, the driving path 102, and driving parameters other than the maximum speed do not reflect the actual environment. By receiving the notification from the information processing device 14, the operator can confirm the positions of obstacles such as walls 120 and pillars 122 in the curved area 103, the position of the driving path 102, or the start point 105 and end point 106 of the curved section CV, and correct these data to appropriate values. If the maximum speed in the curved area 103 can be increased to the set upper limit speed as a result of the correction, this will contribute to improving the working efficiency of the mobile body 10.

The driving parameters adjusted by the information processing device 14 may include at least one of the following: the upper limit speed in the curved area 103, the position of the driving path 102, the start point 105 and end point 106 of the curved section of the driving path 102, and position information of obstacles in the curved area 103. In another example of the embodiment, instead of the notified worker adjusting the position of the driving path 102 or the start point 105 and end point 106 of the curved section CV, the information processing device 14 calculates the corrected position of the driving path 102 and the corrected positions of the start point 105 and end point 106 of the curved section CV so that driving is possible at the set upper limit speed, sets these in the map data 52B, and notifies the worker of the calculated data.

Figure 21 is a schematic diagram showing an example of a double-track curved area. The double-track curved area 103 includes multiple travel paths 102 on which mobile units 10 can simultaneously pass each other. In the example of Figure 21, the curved area 103 includes a first travel path 102A that passes on the inside of the curve and a second travel path 102B that passes on the outside of the curve, allowing two mobile units 10 to simultaneously pass each other. When two mobile units 10 pass each other in the double-track curved area 103, there is a possibility that they will detect each other as an obstacle. The example of Figure 21 shows a situation in which, as the two mobile units 10 pass the curved section CV of their respective travel paths, a portion of the mobile unit 10 traveling on the second travel path 102B interferes with the safety area 130 of the mobile unit 10 traveling on the first travel path 102A.

In an embodiment, in a curved area 103 where multiple mobile bodies 10 can travel simultaneously, the number of mobile bodies 10 that can travel simultaneously travels through the curved area 103 in a step of traveling through the curved area 103 multiple times at different traveling speeds. In the example of Figure 21, two mobile bodies 10 can pass through the curved area 103 simultaneously, so the two mobile bodies 10 travel through the curved area 103 simultaneously. As shown in Figure 19, the safety area 130 is set separately in front of and behind the mobile body 10, and has different ranges. Therefore, in a double-track curved area 103, whether or not interference with the safety area 130 occurs may vary depending on the traveling direction of the mobile body 10.

For this reason, in a double-track curved area 103, each moving body 10 travels in all possible combinations of traveling directions when passing through the curved area 103. In the case of Figure 21, traveling is performed in a total of four patterns: two patterns in which the moving body 10 travels forward or reverse on the first inner traveling path 102A, and two patterns in which the moving body 10 travels forward or reverse on the second outer traveling path 102B. For each of the four patterns, each moving body 10 travels multiple times at different traveling speeds, gradually increasing the traveling speed from a low speed.

Note that the radius of curvature of the curved section CV may differ between the first inner running path 102A and the second outer running path 102B. Therefore, the trial running speed confirmation range may be different for the inner and outer running paths. In other words, for each running, the speed when running the second outer running path 102B may be set to be faster than the speed when running the first inner running path 102A.

Furthermore, in a double-track curved area 103, the possibility of interference varies depending on the position on the curved section CV at which each moving body 10 passes another. The position on the curved section CV at which each moving body 10 is most likely to cause interference can be calculated geometrically from the shape of the safety area 130 and the relative positions of the travel paths 102. In this embodiment, the travel timing of each moving body 10 is adjusted so that the moving bodies 10 pass each other at the point on the curved section CV of each travel path 102 at which interference is most likely to occur.

In the step of adjusting the driving parameters, the information processing device 14 acquires driving parameters for each driving path 102, including the inner and outer loops of the curved area 103. That is, the adjustment processing unit 66 of the information processing device 14 acquires, for the double-track curved area 103, the upper limit speed when traveling on the first driving path 102A of the inner loop and the upper limit speed when traveling on the second driving path 102B of the outer loop. As a result, when multiple mobile bodies 10 simultaneously travel through the double-track curved area 103, it is possible to prevent one mobile body 10 from interfering with the safety area 130 of another mobile body 10. The upper limit speed may be set for each driving direction, or the lowest speed among the maximum speeds calculated for each combination may be set as the upper limit speed regardless of the driving direction.

(Operation setting information)
Next, the operation setting information 52C used in the above-mentioned adjustment modes (position adjustment mode, travel adjustment mode) will be described. The operation setting information 52C includes at least one of identification information for identifying the holding facility 2, the number of approaches to the holding facility 2, the allowable error threshold, and the travel speed.

The identification information for identifying the holding facility 2 is information that identifies the holding facility 2 to be detected by the mobile object 10. In map data 52B, each holding facility 2 is distinguished by unique identification information (e.g., shelf ID). In position adjustment mode, the mobile object 10 uses the detection unit 26 to detect holding facility 2 included in map data 52B that has identification information specified in operation setting information 52C. Operation setting information 52C can target all holding facility 2 for detection. The operator can edit operation setting information 52C so that only a portion of the holding facility 2 included in map data 52B is targeted for detection.

The number of approaches to the holding facility 2 is information that specifies the number of times to repeat the approach operation to the holding facility 2. The mobile body 10 performs the approach operation to the same holding facility 2 the number of times specified in the operation setting information 52C and obtains the detection results. The information processing device 14 can statistically process the position information of the holding facility 2 based on the multiple detection results obtained. This reduces the impact of variations in the measurement results and allows for more appropriate adjustment of the target position Q.

The allowable error threshold is information that specifies the allowable range of error between the detected position information of the holding facility 2 and the position information of the holding facility 2 in map data 52B. As described above, if the error is within the specified threshold, loading and unloading operations can be carried out appropriately, and no position adjustment is required.

The driving speed is information that specifies the driving speed of the mobile unit 10 in the driving adjustment mode. The operation setting information 52C can include information such as the number of times the mobile unit 10 has driven in the driving adjustment mode, the set value or speed change amount of the driving speed for each driving number, the set upper limit speed for each curved area 103, and the speed profile when driving through the curved area 103 (settings for the change in driving speed over time).

Through the above processing, in adjustment mode, the mobile object 10 operates automatically to collect data. The information processing device 14 modifies the map data 52B and driving parameters based on the collected data. As described above, in this embodiment, the operation setting information 52C is stored in the memory unit 52 of the information processing device 14 and transmitted from the information processing device 14 to each mobile object 10, but the operation setting information 52C may also be stored individually in advance in the memory unit 72 of each mobile object 10.

(Working mode)
In the work mode, the mobile body 10 performs cargo handling operations based on information received from the information processing device 14. The mobile body 10 receives work instructions from the information processing device 14 and identifies the target position Q, which is the source of transport and the target position Q, which is the destination of transport specified in the work instruction. The mobile body 10 receives map data 52B and driving parameters from the information processing device 14 and performs movement from the source of transport to the destination and approach operations to each target position Q. In the work mode, the mobile body 10 approaches the target position Q on the holding facility 2 to load and unload the cargo P at the target position Q. By adjusting the target position Q in the position adjustment mode, the mobile body 10 can properly approach the adjusted target position Q in the work mode. The mobile body 10 travels through a curved area 103 based on the map data 52B and driving parameters. The mobile body 10 travels within a maximum speed range set for each curved area 103. As a result, interference between the safety area 130 of the mobile body 10 and obstacles when traveling through the curved area 103 is avoided.

(Processing flow)
The processing flow of each operation mode described above will be explained based on a flowchart. FIG. 22 is a flowchart illustrating the processing flow of the position adjustment mode. As shown in FIG. 22, the control unit 54 of the information processing device 14 generates a mode switching instruction for switching to the position adjustment mode using the mode switching processing unit 64, and transmits the instruction to the mobile object 10 using the communication unit 50 (step S20). When the mobile object 10 receives the mode switching instruction, the switching unit 84 transitions the operation mode to the position adjustment mode in response to the mode switching instruction (step S10). The control unit 54 of the information processing device 14 transmits operation setting information 52C to the mobile object 10 using the communication unit 50 (step S21). The mobile object 10 receives the operation setting information 52C (step S11).

As a first process in the position adjustment mode, the control unit 74 of the mobile body 10 executes a process to obtain the spacing E of the passages 101 based on the map data 52B and the operation setting information 52C (step S12). The detection processing unit 86 of the mobile body 10 identifies the holding facilities 2 for which approach operations are possible and the holding facilities 2 for which approach operations are not possible based on the spacing E of the passages 101.

As the second process of the position adjustment mode, the control unit 74 of the mobile body 10 executes a detection process for the holding facility 2 based on the map data 52B and the operation setting information 52C (step S13). The control unit 74 of the mobile body 10 approaches a part of the holding facility 2 (pillar portion 91) using the operation control unit 82 and detects the holding facility 2 using the detection unit 26. At this time, the control unit 74 of the mobile body 10 identifies the holding facility 2 to be approached from the identification information (shelf ID) of the holding facility 2 included in the operation setting information 52C, and performs the approach operation for the identified holding facility 2 for which the approach operation is possible. The control unit 74 of the mobile body 10 skips the approach operation for holding facility 2 for which the approach operation is not possible. The control unit 74 of the mobile body 10 transmits the position information of the holding facility 2 detected by the detection unit 26 to the information processing device 14 via the communication unit 70.

The control unit 54 of the information processing device 14 adjusts the target position Q on the holding facility 2 using the adjustment processing unit 66 based on the position information of the holding facility 2 detected by the detection unit 26 of the mobile object 10 and the position information of the holding facility 2 in the map data 52B (step S22). The adjustment processing unit 66 updates the target position Q in the map data 52B and transmits the updated map data 52B to the mobile object 10 via the communication unit 50.

As a third process in the position adjustment mode, the control unit 74 of the mobile body 10 executes an approach process to the target position Q based on the updated map data 52B and operation setting information 52C (step S14). The control unit 74 of the mobile body 10 approaches the adjusted target position Q using the operation control unit 82 and acquires the error in the approach position using the detection processing unit 86. The control unit 74 of the mobile body 10 repeats the error acquisition process the number of approaches specified in the operation setting information 52C. The control unit 74 of the mobile body 10 transmits the acquired error in the approach position to the information processing device 14 via the communication unit 70. If the error in the received approach position is equal to or greater than a threshold, the adjustment processing unit 66 updates the target position Q (step S23). If the error in the received approach position is less than the threshold, the adjustment processing unit 66 does not update the target position Q as it is within the acceptable range.

This completes the position adjustment mode process.

Figure 23 is a flowchart explaining the processing flow of the driving adjustment mode. As shown in Figure 23, the control unit 54 of the information processing device 14 generates a mode switching instruction for switching to the driving adjustment mode using the mode switching processing unit 64, and transmits this to the mobile object 10 using the communication unit 50 (step S40). When the mobile object 10 receives the mode switching instruction, the switching unit 84 transitions the operation mode to the driving adjustment mode in response to the mode switching instruction (step S30). The control unit 54 of the information processing device 14 transmits operation setting information 52C to the mobile object 10 using the communication unit 50 (step S41). The mobile object 10 receives the operation setting information 52C (step S31).

The control unit 74 of the mobile object 10 sets the traveling speed for the curved area 103 to be traveled based on the operation setting information 52C (step S32). During the first travel, the control unit 74 of the mobile object 10 sets the traveling speed to the slowest value.

The control unit 74 of the mobile object 10 uses the operation control unit 82 to perform processing to travel through the curved area 103 to be traveled, based on the map data 52B and operation setting information 52C (step S33). While traveling, the detection processing unit 86 of the mobile object 10 determines whether or not there is interference between the safety area 130 and an obstacle, based on the detection results from the detection unit 26. The control unit 74 of the mobile object 10 transmits the traveling speed and whether or not there is interference to the information processing device 14 via the communication unit 70.

The control unit 74 of the mobile body 10 determines whether to end travel in the curved area 103 (step S34). The control unit 74 of the mobile body 10 determines that travel should end if the set value of the travel speed in the curved area 103 reaches the set upper limit speed, or if interference between the safety area 130 and an obstacle occurs during travel. The control unit 74 of the mobile body 10 determines that travel should not end if interference between the safety area 130 and an obstacle does not occur during travel and the set value of the travel speed has not reached the set upper limit speed.

If the control unit 74 of the mobile object 10 determines that traveling has not ended (step S34; NO), the process returns to step S32. As a result, the mobile object 10 travels through the curved area 103 for the second time and thereafter. The control unit 74 of the mobile object 10 increases the traveling speed each time the number of times traveling increases in step S32. If the control unit 74 of the mobile object 10 determines that traveling has ended (step S34; YES), the process ends. If the curved area 103 is a double track, the above process is performed by multiple mobile objects 10.

When the control unit 54 of the information processing device 14 receives information from the mobile object 10 regarding each traveling speed and the presence or absence of interference during traveling, the adjustment processing unit 66 adjusts the traveling parameters (the upper limit speed of the curved area 103). Although not shown, as described above, the control unit 54 of the information processing device 14 may issue a notification if the upper limit speed is lower than the set upper limit speed. Furthermore, the adjustment processing unit 66 of the information processing device 14 may adjust other traveling parameters besides the upper limit speed of the curved area 103.

This completes the driving adjustment mode process.

Figure 24 is a flowchart explaining the processing flow of the work mode. As shown in Figure 24, the control unit 54 of the information processing device 14 generates a mode switching instruction for switching to work mode using the mode switching processing unit 64 and transmits it to the mobile body 10 via the communication unit 50 (step S60). When the mobile body 10 receives the mode switching instruction, the switching unit 84 transitions the operating mode to work mode in response to the mode switching instruction (step S50). The control unit 54 of the information processing device 14 manages the loading and unloading operation, such as transmitting the work instruction to the mobile body 10 via the communication unit 50 (step S61). The control unit 74 of the mobile body 10 performs processing to execute the loading and unloading operation based on the map data 52B and driving parameters in accordance with the work instruction from the information processing device 14 (step S61).

(effect)
According to a first aspect of the present disclosure, there is provided a control method for a mobile body 10 performing cargo handling operations, the control method including the steps of operating the mobile body 10 in a position adjustment mode for adjusting a target position Q of a load P in map data 52B, and operating the mobile body 10 in a work mode for loading and unloading the load P at the target position Q based on the map data 52B. The position adjustment mode includes the steps of detecting, by a detection unit 26 of the mobile body 10, a holding facility 2 on which the load P is to be placed, and adjusting the target position Q on the holding facility 2 based on position information of the detected holding facility 2 and position information of the holding facility 2 in the map data 52B. According to the present disclosure, by operating the mobile body 10 in the position adjustment mode, the actual position of the holding facility 2 on which the load P is to be placed can be acquired by the mobile body 10. The acquired actual position of the holding facility 2 can be used to adjust the target position Q when loading and unloading the load P from the holding facility 2. This improves adjustment work before the operation of the cargo handling system 1.

According to a second aspect of the present disclosure, there is provided a control method for a mobile body 10 according to the first aspect, in which, in a position adjustment mode, the mobile body 10 automatically performs an operation to detect the holding equipment 2 to be detected, based on preset operation setting information 52C. According to the present disclosure, the position information of the holding equipment 2 can be automatically acquired in the position adjustment mode. This reduces the burden on the worker in the adjustment work prior to operation of the cargo handling system 1.

According to a third aspect of the present disclosure, in the method for controlling a mobile body 10 according to the second aspect, the operation setting information 52C includes at least one of identification information for identifying the holding facility 2, the number of approaches to the holding facility 2, the allowable error threshold, and the traveling speed. According to the present disclosure, the mobile body 10 can appropriately acquire the position information of the holding facility 2 without the need for an operator to perform tasks such as directly inputting the information included in the operation setting information 52C on-site.

According to a fourth aspect of the present disclosure, there is provided a method for controlling a mobile body 10 according to the third aspect, in which the holding facility 2 has multiple target positions Q at different heights, and in position adjustment mode, the mobile body 10 changes the height of the detection unit 26 to detect multiple locations in the height direction of the holding facility 2. According to the present disclosure, it is possible to acquire not only the horizontal positional deviation of the holding facility 2, but also the attitude of the holding facility 2, such as its tilt. By adjusting the target position Q based on the acquired position information, it is possible to appropriately adjust the target position Q even if the positional deviation varies depending on the height of the target position Q.

According to a fifth aspect of the present disclosure, there is provided a control method for a mobile body 10 according to any one of the first to fourth aspects, wherein in a position adjustment mode, the mobile body 10 detects the holding facility 2 by approaching a portion of the holding facility 2, and in a work mode, the mobile body 10 approaches a target position Q on the holding facility 2 to load or unload a load P at the target position Q. According to the present disclosure, in the position adjustment mode, the approach operation to the target position Q where the load P is to be unloaded is deliberately performed on a portion of the holding facility 2, thereby improving the reliability of detecting the holding facility 2 and improving the accuracy of the acquired position information.

According to a sixth aspect of the present disclosure, there is provided a control method for a mobile body 10 according to any one of the first to fifth aspects, wherein the position adjustment mode includes a step in which the mobile body 10 travels between opposing holding facilities 2 and acquires the distance E between the opposing holding facilities 2. In the step in which the holding facilities 2 are detected by the detection unit 26 of the mobile body 10, the mobile body 10 either approaches a portion of the holding facilities 2 or skips the approach operation, depending on the acquired distance E. According to the present disclosure, the width of the aisle 101 between the holding facilities 2 (i.e., the distance E between the opposing holding facilities 2) can be acquired. For example, if the width of the actual aisle 101 is narrower than the map data 52B, there is a possibility that the mobile body 10 will not have enough space to perform the approach operation. Therefore, it is possible to select whether to perform the approach operation based on the width of the actual aisle 101 or to skip without performing the approach operation. This reduces the possibility that the mobile body 10 will be unable to perform the approach operation while acquiring position information for the holding facilities 2, which would require corresponding work, thereby improving adjustment work before the loading and unloading system 1 is put into operation.

According to a seventh aspect of the present disclosure, in a method for controlling a moving body 10 according to any one of the first to sixth aspects, the position adjustment mode includes, after adjusting the target position Q, a step of moving the moving body 10 toward the adjusted target position Q and acquiring an error in the approach position. According to the present disclosure, after adjusting the target position Q, the error between the target position Q and the approach position of the moving body 10 can be confirmed. For example, if the error is within an allowable range, the position adjustment can be completed, and if the error is outside the allowable range, additional adjustments can be made or other measures can be taken.

According to an eighth aspect of the present disclosure, a cargo handling system 1 is provided, comprising: a mobile body 10 capable of switching between multiple operating modes, including a position adjustment mode for adjusting a target position Q of a cargo P in map data 52B, and an operation mode for loading and unloading the cargo P at the target position Q based on the map data 52B; and an information processing device 14 for processing information according to the operating mode of the mobile body 10. In the position adjustment mode, the mobile body 10 detects the holding facility 2 on which the cargo P is to be placed using the detection unit 26 of the mobile body 10, and the information processing device 14 adjusts the target position Q on the holding facility 2 based on the position information of the holding facility 2 detected by the mobile body 10 and the position information of the holding facility 2 in the map data 52B. According to the present disclosure, by operating the mobile body 10 in the position adjustment mode, the actual position of the holding facility 2 on which the cargo P is to be placed can be obtained by the mobile body 10. The obtained actual position of the holding facility 2 can be used to adjust the target position Q for loading and unloading the cargo P from the holding facility 2. This improves the adjustment work before the operation of the cargo handling system 1.

According to a ninth aspect of the present disclosure, there is provided a control method for a mobile body 10 performing cargo handling operations, the control method including the steps of operating the mobile body 10 in a driving adjustment mode that adjusts driving parameters in a curved area 103 in map data 52B, and operating the mobile body 10 in a work mode that loads and unloads cargo P based on the map data 52B and the driving parameters, wherein the driving adjustment mode includes the steps of having the mobile body 10 travel through the curved area 103 multiple times at different driving speeds, and adjusting the driving parameters in the curved area 103 based on obstacle detection results by the detection unit 26 of the mobile body 10 while traveling through the curved area 103. According to the present disclosure, by operating the mobile body 10 in the driving adjustment mode, data on obstacle detection results while traveling through the curved area 103 at multiple speeds can be obtained. Using the obstacle detection results while traveling, the driving parameters can be adjusted to enable safe and rapid travel. This improves adjustment work before the operation of the cargo handling system 1.

According to a tenth aspect of the present disclosure, in the method for controlling a mobile body 10 according to the ninth aspect, the driving parameters in a curved area 103 include an upper limit speed for the curved area 103. This disclosure makes it possible to simplify the task of determining the upper limit speed allowed for the mobile body 10 in the curved area 103.

According to an eleventh aspect of the present disclosure, there is provided a method for controlling a mobile body 10 according to the tenth aspect, wherein, in a step of traveling a curved area 103 multiple times at different traveling speeds, the detection unit 26 acquires whether or not there is interference between the safety area 130 and an obstacle according to the traveling speed when traveling through the curved area 103, and in a step of adjusting traveling parameters, the maximum speed at which interference between the safety area 130 and an obstacle does not occur is acquired as the upper limit speed for the curved area 103. According to the present disclosure, the upper limit speed at which safe and prompt traveling through the curved area 103 can be appropriately adjusted based on whether or not there is interference between the safety area 130 and an obstacle.

According to a twelfth aspect of the present disclosure, in a control method for a moving object 10 according to the tenth or eleventh aspect, the driving adjustment mode includes a step of issuing a notification when the acquired upper limit speed is lower than a preset upper limit speed. According to the present disclosure, based on the notification, an operator can investigate the cause of the decrease in the upper limit speed and take appropriate action to bring the upper limit speed closer to the preset upper limit speed. For example, by reviewing the position of the driving path 102 when traveling through a curved area 103, and the positions of the start point 105 and end point 106 of the curved section CV of the driving path 102, driving parameters can be optimized to move the moving object 10 more efficiently.

According to a thirteenth aspect of the present disclosure, there is provided a method for controlling a mobile body 10 according to any one of the ninth to twelfth aspects, wherein, for a curved area 103 on which multiple mobile bodies 10 can travel simultaneously, in the step of traveling around the curved area 103 multiple times at different traveling speeds, the number of mobile bodies 10 that can travel simultaneously travels around the curved area 103, and in the step of adjusting the traveling parameters, traveling parameters for each traveling path 102 including the inner and outer loops of the curved area 103 are acquired. According to the present disclosure, even for a curved area 103 on which multiple mobile bodies 10 can travel simultaneously, the traveling parameters for each traveling path 102 can be appropriately adjusted using detection results acquired by actually having the mobile bodies 10 travel around the curved area 103. This effectively reduces the workload of workers in the adjustment work before the loading and unloading system 1 is put into operation.

According to a fourteenth aspect of the present disclosure, there is provided a method for controlling a mobile body 10 according to the tenth aspect, wherein the driving parameters include, in addition to the upper limit speed in the curved area 103, at least one of the position of the driving path 102, the start point 105 and end point 106 of the curved portion of the driving path 102, and position information of an obstacle in the curved area 103. According to the present disclosure, by adjusting not only the upper limit speed in the curved area 103 but also various parameters related to driving in the curved area 103, the mobile body 10 can be moved more efficiently.

According to a fifteenth aspect of the present disclosure, a cargo handling system 1 is provided, comprising: a mobile body 10 capable of switching between multiple operating modes, including a driving adjustment mode that adjusts driving parameters in a curved area 103 in map data 52B, and a work mode that loads and unloads cargo P based on the map data 52B and the driving parameters; and an information processing device 14 that processes information according to the operating mode of the mobile body 10. In the driving adjustment mode, the mobile body 10 drives the curved area 103 multiple times at different driving speeds, and the information processing device 14 adjusts the driving parameters in the curved area 103 based on the results of obstacle detection by the detection unit 26 of the mobile body 10 while driving through the curved area 103. According to the present disclosure, by operating the mobile body 10 in the driving adjustment mode, data on the results of obstacle detection while driving through the curved area 103 at multiple speeds can be obtained. Using the results of obstacle detection while driving, the driving parameters can be adjusted to enable safe and rapid driving. This improves the adjustment work before the loading and unloading of the cargo handling system 1.

Although the embodiments of the present disclosure have been described above, the embodiments are not limited to the content of these embodiments. Furthermore, the aforementioned components include those that would be easily conceivable to a person skilled in the art, those that are substantially identical, and those that are within the scope of what is known as equivalents. Furthermore, the aforementioned components can be combined as appropriate. Furthermore, various omissions, substitutions, or modifications of the components can be made without departing from the spirit of the aforementioned embodiments.

For example, in the above embodiment, an example was shown in which both the position adjustment mode and the travel adjustment mode were executed, but of the position adjustment mode and the travel adjustment mode, only the position adjustment mode may be executed, or only the travel adjustment mode may be executed.

Furthermore, the control unit 74 of the mobile object 10 may execute some or all of the processing that was previously executed by the control unit 54 of the information processing device 14 in the position adjustment mode and the travel adjustment mode.Furthermore, the control unit 54 of the information processing device 14 may execute some or all of the processing that was previously executed by the control unit 74 of the mobile object 10 in the position adjustment mode and the travel adjustment mode.

REFERENCE SIGNS LIST 1 cargo handling system 2 holding facility 10 mobile body 14 information processing device 26 detection unit 26A sensor 26B sensor 26C TOF camera 52B map data 52C operation setting information 102 travel path 102A first travel path 102B second travel path 103 curve area 105 start point 106 end point CV curved section E, E1, E2 interval P luggage Q target position

Claims (15)

A method for controlling a moving body that performs loading and unloading work, comprising:
operating the moving object in a position adjustment mode to adjust a target position of the luggage in map data;
and operating the mobile body in a work mode for loading and unloading cargo at the target position based on the map data,
The position adjustment mode is
detecting a holding facility on which luggage is placed by a detection unit of the moving body;
and adjusting the target position on the holding facility based on the detected position information of the holding facility and the position information of the holding facility in the map data.
A method for controlling a moving object. In the position adjustment mode, the moving body automatically performs an operation of detecting the holding facility that is a detection target based on preset operation setting information.
The method for controlling a moving body according to claim 1 . The operation setting information includes at least one of identification information for identifying the holding facility, the number of approaches to the holding facility, an allowable error threshold, and a traveling speed.
The method for controlling a moving body according to claim 2. the holding facility has a plurality of target positions at different heights;
In the position adjustment mode, the movable body changes the height of the detection unit to detect a plurality of points in the height direction of the holding facility.
The method for controlling a moving body according to claim 1 . In the position adjustment mode, the moving body detects the holding facility by approaching a part of the holding facility;
In the work mode, the moving body approaches the target position in the holding facility to load and unload cargo at the target position.
The method for controlling a moving body according to claim 1 . The position adjustment mode is
a step of causing the moving body to travel between the opposing holding facilities and acquiring a distance between the opposing holding facilities;
In the step of detecting the holding facility by the detection unit of the moving body, the moving body approaches a part of the holding facility or skips the approach operation according to the acquired interval.
The method for controlling a moving body according to claim 5. the position adjustment mode includes, after the step of adjusting the target position, a step of moving the moving body to approach the adjusted target position and acquiring an error of the approach position;
The method for controlling a moving body according to claim 1 . a mobile body capable of switching between a plurality of operation modes including a position adjustment mode for adjusting a target position of a load in map data and a work mode for loading and unloading the load at the target position based on the map data;
an information processing device that processes information according to an operation mode of the moving body,
In the position adjustment mode, the moving body detects a holding facility on which luggage is placed using a detection unit of the moving body;
the information processing device adjusts the target position in the holding facility based on position information of the holding facility detected by the mobile body and position information of the holding facility in the map data.
Load handling system. A method for controlling a moving body that performs loading and unloading work, comprising:
operating the vehicle in a driving adjustment mode for adjusting driving parameters in a curved area of map data;
and operating the mobile object in a work mode for loading and unloading luggage based on the map data and the traveling parameters,
The driving adjustment mode is
a step of causing the moving object to travel through the curved area a plurality of times at different traveling speeds;
and adjusting the driving parameters in the curved area based on a detection result of an obstacle by a detection unit of the moving object while the moving object is traveling in the curved area.
A method for controlling a moving object. The driving parameters in the curved area include an upper limit speed in the curved area.
The method for controlling a moving body according to claim 9. In the step of traveling through the curved area a plurality of times at different traveling speeds, the detection unit acquires whether or not there is interference between the safety area and an obstacle according to the traveling speed when traveling through the curved area;
In the step of adjusting the driving parameters, a maximum speed at which no interference occurs between the safety area and an obstacle is acquired as the upper limit speed of the curved area.
The method for controlling a moving body according to claim 10. The driving adjustment mode includes a step of issuing a notification when the acquired upper limit speed is lower than a preset upper limit speed.
The method for controlling a moving body according to claim 10. Regarding a curved area where a plurality of the moving bodies can travel simultaneously,
In the step of traveling through the curved area a plurality of times at different traveling speeds, the number of the mobile bodies that can travel simultaneously travels through the curved area;
In the step of adjusting the driving parameters, the driving parameters are acquired for each driving route including an inner loop and an outer loop of the curved area.
The method for controlling a moving body according to claim 9. The driving parameters include, in addition to the upper limit speed of the curved area, at least one of a position of a driving route, a start point and an end point of a curved portion of the driving route, and position information of an obstacle in the curved area.
The method for controlling a moving body according to claim 10. a mobile body capable of switching between a plurality of operation modes, including a driving adjustment mode for adjusting driving parameters in a curved area of map data, and a work mode for loading and unloading luggage based on the map data and the driving parameters;
an information processing device that processes information according to an operation mode of the moving body,
The moving body travels through the curved area a plurality of times at different travel speeds in the travel adjustment mode,
the information processing device adjusts the traveling parameters in the curved area based on a detection result of an obstacle by a detection unit of the moving object while the moving object is traveling in the curved area.
Load handling system.