• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
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    • 专利摘要:
    LOAD MANAGEMENT SYSTEM FOR SELF-DRIVEN VEHICLE The present invention provides a load management system for a plurality of self-guided vehicles that travel on an orbit route in an unattended manner, using a mounted battery as a drive source, in which the battery is charged in a charging station installed in a predetermined position on the orbit route, including: a post-charge voltage recording unit to record a voltage after charging in the charging station for each of the self-guided vehicles; a load priority configuration unit for configuring the load priority of each self-guided vehicle based on the post-load voltage values recorded on the post-load voltage recording unit; and a load target value setting unit for configuring a load target value for each of the self-guided vehicles based on the load priority setting configured by the load priority setting unit.
    公开号:BR112015002187B1
    申请号:R112015002187-5
    申请日:2013-08-01
    公开日:2021-01-19
    发明作者:Toshihito Fukui；Mitsuru Hirayama
    申请人:Nissan Motor Co., Ltd.；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [001] The present invention relates to a load management system for a self-guided vehicle that travels in an unmanaged manner using electrical energy from a battery mounted on it as a drive source and performs the charging of a battery mounted on the vehicle at a charging station. BACKGROUND OF THE INVENTION
    [002] A self-guided vehicle of JP2007-74800A assembles a nickel metal hydride battery or lithium ion battery, which can be used even in the case of partial battery charging or discharging. In this self-guided vehicle, charging starts when the remaining battery capacity becomes an initial charging capacity, and charging stops when the remaining capacity reaches a stop charging capacity. SUMMARY OF THE INVENTION
    [003] It is now common to use a plurality of self-guided vehicles on an assembly line, so as to travel on a travel route in which the assembly parts are loaded into a pickup station, and the assembly parts are transferred to a construction station, where the assembly parts are unloaded at the construction station, and the self-guided vehicle then returns to the collection station again. The plurality of self-guided vehicles is operated continuously in order to sequentially supply the necessary assembly parts at the construction station and to orbit and travel between the collection station and the construction station.
    [004] In the plurality of self-guided vehicles operated continuously in this way, the remaining capacity of a battery mounted on them does not change equally depending on a load, such as the weight of the mounting parts mounted on the self-driving vehicle. The battery capacity of some self-driving vehicles may be reduced earlier than that of other self-driving vehicles. A self-driving vehicle whose battery capacity is reduced early has a high frequency of charging at a charging station and requires a longer charging time compared to other self-driving vehicles. For this reason, there is a problem that, in a case in which the plurality of self-guided vehicles orbit and travel on the same travel route, it is impossible to guarantee a charging time for a self-guided vehicle whose battery capacity is reduced early.
    [005] The present invention was made focusing on such a conventional problem. It is an objective of the present invention to provide a load management system for a suitable self-guided vehicle to guarantee a loading time within an orbit cycle for a plurality of self-guided vehicles that orbit and travel on the same travel route. A system, according to the present invention, to manage the load of each of the plurality of self-guided vehicles that travel on an orbit route in an unattended manner using a battery mounted on them as a driving source, in which the battery being loaded into a charging station that is installed at a predetermined position on the orbit route includes: a post-charge voltage recording unit to record a voltage after charging at the charging station for each of the self-guided vehicles; a load priority configuration unit for configuring the load priority for each self-guided vehicle based on the post-load voltage values recorded on the post-load voltage recording unit; and a load target value setting unit for configuring a load target value for each of the self-driving vehicles based on the load priorities configured by the load priority setting unit. DESCRIPTION OF THE DRAWINGS
    [006] Figure 1 is a conceptual diagram that illustrates an example of a travel course for a self-guided vehicle according to an embodiment of the present invention.
    [007] Figure 2 is an explanatory drawing that illustrates a sketch of the self-guided vehicle and an automatic loader for a charging station.
    [008] Figure 3 is an explanatory drawing showing a relationship between a self-guided vehicle battery device and a battery charger at the charging station at a charging time.
    [009] Figure 4 is a characteristic charging diagram showing a change in battery voltage over a charging time and a change in charging current.
    [010] Figure 5 is an explanatory drawing showing an example of a table of data recorded from a control device on the installation side.
    [011] Figure 6 is a charging voltage management table for configuring a charging priority and a charging target value for the self-driving vehicle battery.
    [012] Figure 7 is a control flowchart for configuring the charging voltage management table.
    [013] Figure 8 is a time graph that explains the change in charging time based on the data configured using the charging voltage management table in Figure 6. DETAILED DESCRIPTION OF THE INVENTION
    [014] In the following, an embodiment of the present invention will be described with reference to the accompanying drawings.
    [015] A travel course for a transport process in which self-guided vehicles 1 are used is a travel route R in an orbit configured to pass through a PS pickup station and a BS construction station on a production line , for example, as shown in Figure 1. In the transport process, it is configured in such a way that the plurality of self-guided vehicles 1 can travel on this travel route R, and the travel of each self-guided vehicle 1 is controlled by a control device on the installation side 2.
    [016] The self-guided vehicle 1 repeats the circulating journey in which the necessary parts in the BS construction station are loaded into the self-guided vehicle 1 at the pickup station PS, the self-guided vehicle 1 travels on the travel route R to drive the parts to the station construction BS, the parts loaded into the PS pickup station are unloaded, and the self-driving vehicle 1 then travels on travel route R again to return to the PS pickup station. A CS charging station, including an automatic charger 3 controlled by the control device on the installation side 2, is arranged in front of the pickup station PS on travel route R, for example. In addition, ground stations 4, each of which performs the transmission and reception of signals between the self-driving vehicle 1 and the control device on the installation side 2, are installed at an entrance and an exit to and from the transmission station. BS construction, for example.
    [017] As shown in Figure 2, the self-guided vehicle 1 is equipped with a battery box 5 in the center of the vehicle, for example. The battery box 5 houses a battery B composed of a secondary battery (e.g., a secondary lithium-ion battery), a charge / discharge monitor 11 for monitoring the status of battery B, and the like. Self-driving vehicle 1 travels using battery B as a source of drive energy. Battery B contains BM battery modules connected in series via BB busbars. In Figure 3, three BM battery modules are connected in series. The BM battery module is configured by connecting a plurality of electric lithium-ion cells (cells) to each other in parallel or in series. The voltage of this BM battery module is approximately a little over 8 V in a charging state. Since the three battery modules BM are connected in series to battery B, an output voltage of battery B becomes approximately 25 V. Then, an overload voltage of battery B is set, for example, to 25 V, and a over-discharge voltage is set, for example, to 18 V. The voltage to determine whether charging is required or not is set to a voltage between the over-charge voltage and the over-discharge voltage, for example, is 24.9 V. In a case where the voltage is less than that voltage, it is determined that loading is necessary. In a case where the voltage is greater than this voltage, it is determined that loading is not necessary. By making a voltage difference between the over-discharge voltage and the voltage at which it is determined that charging will start or end this way, battery B is protected so as not to enter over-discharge voltage, through which the battery deteriorates B progresses.
    [018] A power input contactor 13 is arranged on a terminal part of a power cable 12 towards battery B, in order to be exposed to an external surface of the battery box 5. A power supply contactor 23 , which extends or contracts from the automatic charger 3 on the charging station CS, is induced to connect to that power input contactor 13, through which battery B can be charged.
    [019] In addition, the charge / discharge monitor 11 monitors and calculates the charge status of battery B composed of a lithium-ion battery, as shown in Figure 3. The charge / discharge monitor 11 operates in order to monitor and record a charge / discharge capacity (battery voltage) and a cell voltage of battery B and battery set, the amount of current (amperes hour; Ah) of input and output of battery B, a history of abnormalities of battery B and similar to each predetermined time (10 ms). In addition, the loading / unloading monitor 11 is configured to be able to communicate these types of information to the control device on the installation side 2, via ground station 4 and the automatic charger 3 via a communication unit 14 (for example , optical communication).
    [020] In addition, the charge / discharge monitor 11 is configured to display the fact that battery B is in an abnormal state, in which case the voltage of each cell constituting battery B becomes an over-discharge state of a value shutdown limit (for example, 2.8 to 3.0 V) or lower, and to make the self-driving vehicle 1 turn off (stop abnormally). A setting value for the cut-off threshold can be changed, and is normally set to 3.0 V, for example. However, the cut-off limit value is set to a lower setting value (for example, 2.8 V), while passing through the BS construction station on travel route R, thereby inhibiting a cut-off action within an area of the BS building station. More specifically, a shutdown inhibit command is received from ground station 4 installed at the entrance of building station BS on travel route R via communication unit 14, the setting value is changed from 3.0 V to 2 , 8 V. In addition, when a shutdown inhibit release command is received from ground station 4, installed at the exit of building station BS on travel route R via communication unit 14, the setting value is changed from 2.8 V to 3.0 V.
    [021] The automatic charger 3 includes: a DC 21 power source that can boost to an upper limit voltage (for example, 25 V) of battery B; a charge controller 20 that controls a charging current value and a charging voltage value to be supplied and applied to battery B via the DC 21 power source; and a communication unit 24 adapted to be able to communicate with the communication unit 14 of each of the self-driving vehicles 1.
    [022] The communication unit 24 is configured to be able to communicate with the communication unit 14 of the self-driving vehicle 1, a battery charge / discharge capacity (voltage) B, the amount of current (ampere hour; AH ) of battery B input and output, a history of battery B abnormalities, other command signals, and the like.
    [023] Self-driving vehicle 1 travels using battery B as the triggering energy source, and the charging / discharging capacity (voltage) of battery B is reduced as the self-driving vehicle 1 travels. For this reason, the self-driving vehicle 1 is induced to stop temporarily when it passes through the charging station CS, and the charging / discharging capacity of battery B of the self-driving vehicle 1 is confirmed between the self-driving vehicle 1 and the automatic charger 3 of the charging station CS via communication units 14, 24. Then, it is determined whether the charging / discharging capacity (voltage) of battery B at that moment needs to be charged or not (that is, whether the voltage is reduced or not in an unnecessary charge limit voltage) on the CS charging station side. In a case where it is determined that charging is necessary, battery B of the self-driving vehicle 1 is charged by the automatic charger 3.
    [024] The unnecessary load limit voltage is set, for example, to 24.9 V, as described above. That is, it is determined that charging is necessary when the battery voltage is reduced in relation to the unnecessary charge limit voltage. It is determined that charging is not necessary in the event that the battery voltage is higher than the unnecessary charge limit voltage. By making the voltage difference between the over-discharge voltage and the unnecessary charge limit voltage by which the required charge is increased in this way, battery B is protected so that it does not go to the over-discharge voltage.
    [025] When the power supply contactor 23 is induced to extend towards the power input contactor 13 of the self-driving vehicle 1 and the power supply contactor 23 is connected to said power input contactor 13, and the self-guided vehicle 1 goes to a chargeable state confirming this connection. Then, a charging electric power is supplied to the automatic charger 3 from the DC 21 power source. The charge controller 20 can perform the normal charging of a constant voltage and constant current method in order to charge the battery B. In the meantime, load reinforcement of the constant voltage and constant current method is performed in which the charging current is greater than a charging current at a normal charging time is supplied to the battery B. The reinforcement charge is desired for the transport process in which a load is required in a short time. When loading the constant voltage and constant current method, constant current charging (DC load), in which a constant charging current is provided, is performed in the initial charging stages, and constant voltage charging (CV load). , in which a voltage is set to be constant, runs at the moment when the battery voltage is raised to an upper limit voltage for charging (for example, 25 V) by charging at the time when a predetermined time has elapsed.
    [026] Figure 4 is a characteristic charging diagram showing a change in battery voltage over a charging time and a change in the charging current to be supplied. The battery voltage is gradually increased by means of the DC charge. When the battery voltage is increased to an upper limit voltage for charging (for example, 25 V), constant voltage charging (CV load) with a constant voltage is performed from that moment until the time elapses, while the charging current is reduced. When the predetermined time elapses, the charge controller 20 turns off the DC power source 21 to stop charging.
    [027] In addition, it is also possible to stop charging when the battery voltage of the self-driving vehicle 1 rises to an unnecessary charge limit voltage by executing the DC charge. In addition, it is also possible to stop charging when the DC charge is performed only for a predetermined time configured in advance of the increase in the battery voltage of the self-driving vehicle 1 during the charging time. In a case where the charge is terminated when the battery voltage is raised to the unnecessary charge limit voltage or only during the predetermined time in this way, it is possible to reduce the charging time. For this reason, it is appropriate to charge the battery B of each of the self-driving vehicles 1 that orbit the travel route R. In the present mode, a method of charging interruption is adopted in which charging is performed only for a predetermined time, and charging is then interrupted.
    [028] When the charging of battery B ends at the charging station CS, the automatic charger 3 determines that the charging is finished, and causes the power supply contactor 23 to take refuge, thereby cutting off the connection with the input contactor. energy 13 of the self-driving vehicle 1. When the connection between contactors 13, 23 is severed, the self-driving vehicle 1 is induced to leave the CS charging station and travel on travel route R.
    [029] In the meantime, the various self-guided vehicles 1 described above are operated continuously in order to sequentially supply necessary assembly parts in the BS construction station, and orbit and travel between the PS collection station and the BS construction station. In the plurality of self-guided vehicles 1 operated continuously in this way, an operation is performed in which the self-guided vehicle 1 is induced to stop at the CS charging station at each orbit and trip, and an amount of electrical energy consumed by the orbit and trip is charged at battery B mounted on this by the automatic charger 3 for an extremely short time (for example, 1 min.) included in an orbit cycle.
    [030] Here, the remaining capacity of battery B mounted on it does not change equally depending on a load, such as a weight of the mounting parts mounted on the self-driving vehicle 1. The battery capacity of a part of the self-driving vehicles 1 can be reduced early. to those of other self-guided vehicles 1. It is necessary to make the charging time longer for the self-guided vehicle 1 whose battery capacity is reduced in the CS charging station, in comparison to the other self-guided vehicles 1 in order to recover the capacity of the similar battery for the of other self-guided vehicles 1. For this reason, it is necessary to guarantee the charging time for the self-guided vehicle 1, whose battery capacity is reduced compared to other self-guided vehicles 1 within orbit cycle in which the plurality of self-guided vehicles 1 orbits and travels on the same travel route R.
    [031] A load management system for a self-guided vehicle in accordance with the present modality solves this problem, and provides a load management system for self-guided vehicles 1 capable of guaranteeing a loading time within an orbit cycle and travel for the plurality of self-guided vehicles 1 that orbits and travels on the same travel route R.
    [032] For this reason, in the present mode, an individual ID number is configured for each of the self-driving vehicles 1; where self-guided vehicle ID number 1 is read at the CS charging station; the charging status for each of the self-driving vehicles 1 at the charging station CS is recorded. The table of recorded data, in which this data is recorded in order of transit times is provided in the control device on the installation side 2. The control device on the installation side 2 runs a control flow chart to calculate the order of priority load and a loading target based on the data in the recorded data table, and sets the load priority order and loading target for each of the self-guided vehicles 1 in a loading voltage management table.
    [033] Self-guided vehicle ID numbers 1, the date and time of passage, a charging time for battery B, a voltage before charging battery B, the post-charging voltage of battery B, and the like are acquired from the CS charging station, whenever the self-driving vehicle 1 stops at said CS charging station. This data is recorded in the recorded data table in order of the passage times, as shown in Figure 5. Abnormal battery codes, abnormal battery charger codes and the like are further recorded in this recorded data table if necessary. This data is, for example, recorded for 1000 cases in the past. This data is updated with the most recent data, erasing the oldest data whenever new data is written.
    [034] The charging voltage management table is used to configure a self-guided vehicle loading target 1, with each ID shown in Figure 6. A future load priority and a self-guided vehicle loading target value having a number of ID can be configured based on the previous post-load voltage of the self-driving vehicle 1 with each ID. The priority of future loading and the target loading value of the self-driving vehicle 1 having an ID number are configured by executing a control flowchart shown in Figure 7.
    [035] Then, the load management system for self-driving vehicles 1, according to the present modality, will be described in detail based on the control flowchart shown in Figure 7.
    [036] When the self-guided vehicle 1 travels on travel route R and arrives at the charging station CS, it stops at a predetermined position in relation to the automatic charger 3. The automatic charger 3 initiates communication with the vehicle's communication unit 14 self-guided 1 via communication unit 24 (Step S1). Then, an individual self-guided vehicle ID 1 is acquired (Step S2), and it is determined whether there is a self-guided vehicle 1 with the same ID, for example, among the forty self-guided vehicles 1 that have passed or not through the CS charging station in the past (Step S3).
    [037] In this determination, in a case where there is a self-guided vehicle 1 with the same ID among the self-guided vehicles 1 that have thus passed, the post-load voltage values of self-guided vehicles 1 with the same ID until the present moment are configured to previous voltage values corresponding to the respective IDs (Step S4). Here, the voltage of ID6-0001 is 24.2 V, the voltage of ID6-0002 is 24.8 V, the voltage of ID6-0003 is 22.9 V and the voltage of ID6-0004 is 24 , 2 V. When retrieving the self-guided vehicle 1 with the same ID that passed in a previous moment in this way, it is possible to specify the number of the plurality of self-guided vehicles 1 that orbit and travel on the travel route R. The reference data to configure the charge priority and the charging target during the next charge are taken into account.
    [038] Subsequently, the voltage values from previous moments are, in turn, recovered (Step S5), and it is determined whether or not there is a self-guided vehicle 1 in which the voltage value at a previous moment is less than a load priority voltage value A (Step S6). The load priority voltage value A can be set to a voltage value by which the self-guided vehicle 1 is allowed to orbit the travel route R in good weather or an average value of the post-load voltage values. Here, the load priority voltage value A is set, for example, to 24 V. In this determination, in the case where there is a self-guided vehicle 1 in which the voltage value of the previous moment is lower than the value of load priority voltage A, the load priority for the self-guided vehicle ID 1 is set to high (High) (Step S7). Here, since the voltage value at the previous moment of ID6-0003 is 22.9 V and is a voltage value lower than the load priority voltage value A, the load priority of ID6-0003 is configured to be high.
    [039] Subsequently, it is determined whether the voltage value at the previous moment of the self-driving vehicle 1, which travels just before (one before) the self-driving vehicle 1 with ID whose load priority is set to High, is a higher voltage value than the load priority voltage value A or not (Step S8). In this determination, in a case where the voltage value at the previous moment is the voltage value greater than the load priority voltage value A, the load priority for the ID is set to low (Low) (Step S9 ). Here, since the voltage value at the previous moment of ID6-0002 is 24.8 V and is a voltage value higher than the load priority voltage value A, the load priority of ID6-0002 is configured as being Low.
    [040] Subsequently, it is determined whether the voltage value at the previous moment of the self-driving vehicle 1, which travels two before the self-driving vehicle 1 with the ID whose load priority is set to High, is a voltage value higher than the load priority voltage value A or not (Step S10). In this determination, in a case where the voltage value at the previous moment is higher than the load priority voltage value A, the load priority for the ID is set to be low (Low) (Step S11). Here, since the voltage value at the previous moment of ID6-0001 two before is 24.2 V and is a voltage value greater than the voltage value of load priority A, the load priority of ID6-0001 is set to low.
    [041] Subsequently, the IDs for which the loading priorities are set to be low, in turn, are recovered, and the lowest voltage value B of the voltage values in the previous moment is captured (Step S12). Then, the target load value for the ID for which the load priority is set to be low, is set to the voltage value B. Furthermore, the target load value for the ID for which the load priority is configured as high, it is also configured as voltage value B (Step S13). Here, since the lowest voltage value B of the voltage values in the previous moment for the IDs (ID6-0001, ID6-0002) whose priority is configured as being low, is equal to 24.2 V, the target value of loading of the B voltage value of each of the IDs (ID6-0001, ID6-0002) whose priority is configured as being low, is equal to 24.2 V. Furthermore, the target loading value of the B voltage value for the ID (ID6-0003) whose priority is set to high, is also set to be 24.2 V.
    [042] As described above, the load priority of the self-guided vehicle 1 with the ID in which the voltage value at the previous moment is lower than the voltage value of load priority A, is configured as High, and the Self-guided vehicle load priority 1 with the ID in which the voltage value at the previous moment is higher than the load priority voltage value A, is configured as being Low. In addition, the target voltage loading value for each of the self-driving vehicles 1 is set to be the lowest voltage value B of the voltage values in the previous moment of the self-driving vehicles 1 with the IDs for which the load priority is set. as being Low. When configuring the loading priorities in this way, the loading time for the self-driving vehicle 1 with the ID in which the voltage value at the previous moment is higher than the voltage priority value of load A, and its load priority is configured as low is decreased when compared to the standard time, shown in the Figure. 8, because the initial charging voltage of the self-driving vehicle 1 is actually higher. In addition, the loading time for the self-guided vehicle 1 with the ID in which the voltage value at the previous moment is lower than the voltage value of load priority A and its load priority is set to High, becomes longer than the standard time, because the initial charging voltage is actually lower. However, as the loading time for the preceding self-guided vehicle 1 with the ID for which the loading priority is set to Low, is induced to be reduced, it is possible to apply (or add) the amount of loading time thus reduced to the loading time for the subsequent self-driving vehicle 1 with the ID for which the loading priority is set to be high. For this reason, it does not interrupt or disrupt the cycle time of self-guided vehicles 1 that orbit and travel on travel route R.
    [043] In this aspect, in the mode described above, in order to select a self-guided vehicle 1 whose load priority is configured as Low, the value of the loading voltage at the previous moment of the self-guided vehicle 1 that precedes (travels in front of) the self-driving vehicle 1 for which the load priority is set to be high has been retrieved and specified. However, in order to select a self-guided vehicle 1 whose load priority is set to be Low, the values of loading voltage at the previous moment of self-guided vehicles 1 in front of and behind self-guided vehicle 1 whose load priority is set to High, can retrieved and specified. In addition, all self-guided vehicles 1 that are loaded on travel route R, can be retrieved and specified, except for the self-guided vehicle 1 whose load priority is set to High.
    [044] In addition, the case of charging battery B for a lower post-charge voltage between self-driving vehicles 1 for each of which the charging priority is set to Low has been explained as the target charging value. However, the present invention is not limited to this. For example, the target loading value can be set to a voltage value by which the self-guided vehicle 1 is allowed to orbit on the travel route R in good weather or an average value of the post-loading voltage values. In addition, as the target loading value, the loading time for the self-driving vehicle 1 whose loading priority is set to be low can be reduced in relation to the loading time configured based on the self-driving vehicle's orbit cycle time 1 A loading time for the self-driving vehicle 1 whose loading priority is set to high can be extended.
    [045] The present modality can achieve the effects described below.
    [046] (1) The system is a system for managing the loading of each of the plurality of self-guided vehicles 1, which travels on the orbit route R in an unmanaged manner using battery B mounted on it as a drive source, and the battery B from which it is charged in the charging station CS installed in a predetermined position on the orbit route R. The system includes a post-charge voltage recording unit (the recorded data table) to record the post-charge voltage in the CS charging station for each self-driving vehicle 1. In addition, the system includes: a load priority setting unit (charging voltage management table) to configure a charge priority for each self-driving vehicle 1 based on the voltage values of the post-load voltages recorded on the post-load voltage recording unit; and a load target value setting unit (load voltage management table) to set a target load value for each of the self-guided vehicles 1 based on the load priorities configured by the load priority setting unit.
    [047] That is, the system is configured in such a way as to configure the load priority for each of the self-guided vehicles 1 based on the post-load voltage values, and to configure the target loading value of each of the self-guided vehicles 1 based on loading priorities. For this reason, even in a case where the plurality of self-guided vehicles 1 is induced to travel on the R orbit route, it is possible to recover the battery capacity of the self-guided vehicle whose battery capacity is reduced without disrupting the orbit and the travel cycle. of each of the self-guided vehicles 1.
    [048] (2) The load priority setting unit sets a higher load priority for a self-driving vehicle, whose post-load voltage value, recorded on the post-load voltage recording unit, is less than one load priority voltage value configured in advance compared to a self-guided vehicle whose post-load voltage value, recorded on the post-load voltage recording unit, is greater than the load-priority voltage value. That is, the charging priority of the self-driving vehicle 1 whose post-charge voltage of the battery B is lower, becomes higher, and the charging priority of the self-driving vehicle 1 whose post-charge voltage of the battery B is higher, becomes if lower. For this reason, it is possible to improve the charging for the self-guided vehicle 1 whose post-charge voltage of battery B is lower.
    [049] (3) The load target value setting unit sets the load target value, so that the higher the load priority set by the load priority setting unit, the longer the loading time. That is, the charging time for the self-driving vehicle whose load priority is set to be high, becomes longer, while the charging time for the self-driving vehicle 1 whose load priority is set to be low, becomes longer. I enjoy. For this reason, it is possible to recover the battery capacity of the self-driving vehicle 1, whose battery capacity 1 is reduced without disrupting the orbit and travel cycle of the plurality of self-driving vehicles 1 on the R orbit route.
    [050] (4) The self-guided vehicle 1 includes a charge / discharge monitor 11 to monitor the battery charge / discharge amount B. This charge / discharge monitor 11 is configured to: monitor cell voltages from a plurality of battery packs that make up battery B; in a case where a cell voltage of any battery pack is reduced to a voltage value lower than a voltage value set in advance, display the fact that battery B of the self-driving vehicle 1 is in an abnormal state; and make the self-driving vehicle 1 stop. In addition, in a case where each of the self-driving vehicles 1 travels in an area facing the BS construction station on the production line, the voltage value by which it is determined whether battery B is in an abnormal state or is not reduced in comparison to the case of travel in another area. For this reason, it is possible to suppress an abnormal stop of the self-driving vehicle 1 while passing through the BS building station area.
    [051] As described above, the embodiment of the present invention has been explained. However, the modality described above shows merely a part of application examples of the present invention, and the technical scope of the present invention should not be limited to the specific configurations of the modality described above.
    [052] For example, the mode described above can be combined appropriately.
    [053] This application claims priority based on Japanese Patent Application No. 2012-171717, filed on August 2, 2012, the content of which is incorporated herein by reference.
    权利要求:
    Claims (4)
    [0001]
    1. Load management system for a self-guided vehicle (1), the load management system for each of a plurality of self-guided vehicles (1) that travels on an orbit route (R) in an unmanaged manner, using electrical energy of a battery (B) mounted on it as a trigger source, said battery (B) being charged at a charging station (CS) is located in a predetermined position on the orbit route (R), CHARACTERIZED by the fact that comprising: a post-load voltage recording unit (2) for recording a voltage after loading at the charging station (CS) for each of the self-driving vehicles (1); a load priority configuration unit (2) for configuring a load priority for each of the self-guided vehicles (1) based on the post-load voltage values recorded on the post-load voltage recording unit (2) ; and a load target value setting unit (2) for configuring a load target value for each of the self-driving vehicles (1) based on the load priorities configured by the load priority setting unit (2).
    [0002]
    2. Load management system for a self-driving vehicle (1), according to claim 1, CHARACTERIZED by the fact that the load priority setting unit (2) sets a higher load priority for a self-driving vehicle ( 1) whose voltage value of the post-load voltage, recorded in the post-load voltage recording unit (2), is less than a load priority voltage value configured in advance compared to a self-guided vehicle (1) whose value post-load voltage record, recorded on the post-load voltage recording unit (2), is greater than the load priority voltage value.
    [0003]
    3. Load management system for a self-guided vehicle (1), according to claim 1 or 2, CHARACTERIZED by the fact that the load target value setting unit (2) sets the target load value so that the higher the load priority set by the load priority configuration unit (2), the longer the load time becomes.
    [0004]
    4. Load management system for a self-guided vehicle (1), according to any one of claims 1 to 3, CHARACTERIZED by the fact that the self-guided vehicle (1) includes a loading / unloading monitor (11) to monitor the battery charge / discharge amount (B), in which the charge / discharge monitor (11) is configured to: monitor the voltages of a plurality of cells that make up the battery (B); in a case where the voltage of any cell is reduced to a voltage lower than a voltage value set in advance, display the fact that the battery (B) of the self-driving vehicle (1) is in an abnormal state; and make the self-driving vehicle (1) stop, and in which case, in which case each of the self-driving vehicles (1) travels in an area facing a construction station (BS) on a production line, the value of voltage, through which it is determined whether the battery (B) is in an abnormal state or is not reduced compared to traveling in another area.
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    同族专利:
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    BR112015002187A2|2017-07-04|
    KR101607444B1|2016-04-11|
    CN104521096A|2015-04-15|
    JPWO2014021412A1|2016-07-21|
    EP2882068B1|2016-03-30|
    KR20150027835A|2015-03-12|
    EP2882068A4|2015-08-12|
    MX2015001442A|2015-05-15|
    US20150258910A1|2015-09-17|
    EP2882068B8|2016-05-18|
    RU2576668C1|2016-03-10|
    US9242571B2|2016-01-26|
    JP6020569B2|2016-11-02|
    CN104521096B|2017-03-08|
    MY154240A|2015-05-18|
    MX338059B|2016-04-01|
    WO2014021412A1|2014-02-06|
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    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-31| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-12-01| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-01-19| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 01/08/2013, OBSERVADAS AS CONDICOES LEGAIS. |
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    PCT/JP2013/070840|WO2014021412A1|2012-08-02|2013-08-01|Charging management system for unpiloted conveyance vehicles|
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