Patent Description:
An automated guided vehicle or automatic guided vehicle (AGV) is a mobile robot that follows along markers or paths on the floor, or uses radio waves, vision cameras, magnets, or lasers for navigation or any other navigation system. They are most often used in industrial applications to transport heavy materials around a large industrial building, such as a factory or warehouse.

AGVs can tow objects behind or on top of them in trailers to which they can autonomously attach. The trailers can be used to move raw materials or finished products. AGVs can also store objects on a bed. The objects can be placed on a set of motorized rollers (conveyor) and then be pushed off by reversing the rollers. AGVs are employed in a variety of industries including automotive, aerospace, pulp, paper, metals, newspaper, and general manufacturing. Transporting materials such as food, linen or medicine in hospitals is also performed by AGVs. The <CIT> discloses a transport system and method for operating a transport system. The transport system includes a first mobile component and a second mobile component as well as a transport rack. Bearing rollers for moving the transport rack on a driving surface are disposed on the transport rack, in particular, the mobile component is drivable on the driving surface. Each mobile component has a linear axle and a control as well as wheels driven by an electric motor. The first mobile component is able to drive underneath the transport rack in a first region of the transport rack, and the second mobile component is able to drive underneath the transport rack in another, i.e. second, region of the transport rack. The transport rack is able to be raised by extending the linear axles of the mobile components, in particular is able to be raised in such a way that the bearing rollers of the transport rack lose physical contact with the driving surface.

To transport large-sized objects such as car frames, conventional solutions typically employ a towing-type transporter or a large-sized transporter. The towing-type transporter comprises an AGV and a long trailer towed by the AGV. The large-sized transporter uses a large-sized AGV. However, this large-sized transporter can only be used for a limited number of objects. For objects that are not applicable, the transporter must to be replaced with one of another size. In sum, the towing-type transporter or the large-sized transporter often encounters problems such as large vibrations, instability, low safety, and poor adaptability.

Embodiments of the present disclosure provide a transporter and a method of transporting an object.

In a first aspect, a transporter is provided. The transporter comprises at least one carrier comprising a plurality of coupling members; a support assembly adapted to support the carrier and enable the carrier to transport an object along a predetermined path; and a plurality of automatic guided vehicles connected to each other in a wired or wireless manner and configured to obtain kinematic information from one of the plurality of automatic guided vehicles designated as a leading automatic guided vehicle, and the plurality of automatic guided vehicles each comprising: a carrier connecting member coupled to the respective coupling member to enable the carrier to move with the plurality of automatic guided vehicles; and a patrol assembly adapted to enable the respective automatic guided vehicle to move along the predetermined path.

With the carrier driven by a plurality of automatic guided vehicles which can independently move along the path according to kinematic information provided by the leading automatic guided vehicle which can be any one of the plurality of automatic guided vehicle, the size and shape of the carrier can be arbitrarily adjusted to accommodate a variety of different sized objects or workpieces. In this way, costs for transporting the objects with large size can be significantly reduced while improving the adaptability of the transporter.

In some embodiments, the leading automatic guided vehicle configured to provide the kinematic information based at least on a radian of the predetermined path and a positional relationship between the plurality of coupling members relative to the predetermined path. In this way, the coordination between a plurality of automatic guided vehicles is improved while expanding the range of use.

In some embodiments, any other of the plurality of automatic guided vehicles can be re-designated as the leading automatic guided vehicle during a transportation of the object in case of a failure of the previously designated leading automatic guided vehicle. In this way, the control to the plurality of automatic guided vehicles can be more flexible with further improved reliability of transportation of the object.

In some embodiments, the at least one carrier comprises a plurality of carriers connected in series via connecting members arranged between the plurality of carriers. As a result, the transporter can transport longer objects or more objects at a time.

In some embodiments, the connecting members each comprise a coupling portion adapted to be coupled to the carrier connecting member of the respective automatic guided vehicle. In this way, the number of the automatic guided vehicles used in the transporter can be significantly reduced without deteriorating transport capacity, thereby reducing costs of the transporter.

In some embodiments, the plurality of automatic guided vehicles are arranged in at least two columns along a direction parallel to the predetermined path. This arrangement enables transportation of objects with wide dimensions. That is, with the standard automatic guided vehicles, the shape and size of the carrier are flexible, thereby further improving the adaptability of the transporter.

In some embodiments, the plurality of automatic guided vehicles each comprise a monitoring member configured to provide safety information indicating whether an obstacle is within a predetermined range, and wherein the leading automatic guided vehicle is configured to provide the kinematic information to the plurality of automatic guided vehicles further based on the safety information from the plurality of automatic guided vehicles. As a result, the safety of the transporter can be significantly improved.

In some embodiments, the predetermined range is adjustable. In this way, this arrangement enables the monitoring member to adapt to a variety of different situations to further increase safety.

In some embodiments, the transporter further comprises a scheduling member configured to provide scheduling information on the predetermined path and a destination for the object to the leading automatic guided vehicle. In this way, the transporter is easier to manage.

In some embodiments, the plurality of automatic guided vehicles comprise at least two distance detection members each configured to provide distance information on a distance from the respective distance detection member to a reference marker, and wherein the leading automatic guided vehicle is configured to, in response to a request of lateral movement of the transporter, generate the kinematic information indicating the lateral movement based on the distance information. In this way, the movement mode of the transporter can be more flexible which further improves the adaptability.

In some embodiments, the kinematic information indicates speeds and/or moving directions of the plurality of automatic guided vehicles.

In a second aspect, a method of transporting an object is provided. The method comprises obtaining scheduling information indicating a predetermined path for at least one carrier carrying the object, the carrier comprising a plurality of coupling members coupled to respective carrier connecting members of a plurality of automatic guided vehicles, the plurality of automatic guided vehicles connected to each other in a wired or wireless manner; generating kinematic information for the plurality of automatic guided vehicles based on the obtained scheduling information; and providing the kinematic information to each of the plurality of automatic guided vehicles to cause each of the automatic guided vehicle to move along the predetermined path.

In some embodiments, generating the kinematic information comprises generating the kinematic information based at least on a radian of the predetermined path and a positional relationship between the plurality of coupling members relative to the predetermined path.

In some embodiments, generating the kinematic information comprises generating the kinematic information based on the safety information indicating whether an obstacle is within a predetermined range.

In some embodiments, obtaining the scheduling information comprises obtaining the scheduling information indicating the predetermined path and a destination for the object from a scheduling member.

In some embodiments, generating the kinematic information further comprises in response to a request of lateral movement of the transporter, generating the kinematic information indicating the lateral movement based on a distance information on a distance from a distance detection member to a reference marker.

It is to be understood that the Summary is not intended to identify key or essential features of embodiments of the present disclosure, nor is it intended to be used to limit the scope of the present disclosure. Other features of the present disclosure will become easily comprehensible through the description below.

The above and other objectives, features and advantages of the present disclosure will become more apparent through more detailed depiction of example embodiments of the present disclosure in conjunction with the accompanying drawings, wherein in the example embodiments of the present disclosure, same reference numerals usually represent same components.

The present disclosure will now be discussed with reference to several example embodiments. It is to be understood these embodiments are discussed only for the purpose of enabling those persons of ordinary skill in the art to better understand and thus implement the present disclosure, rather than suggesting any limitations on the scope of the subject matter.

As used herein, the term "comprises" and its variants are to be read as open terms that mean "comprises, but is not limited to. " The term "based on" is to be read as "based at least in part on. " The term "one embodiment" and "an embodiment" are to be read as "at least one embodiment" The term "another embodiment" is to be read as "at least one other embodiment. " The terms "first," "second," and the like may refer to different or same objects. Other definitions, explicit and implicit, may be comprised below. A definition of a term is consistent throughout the description unless the context clearly indicates otherwise.

One conventional solution to transport objects of large size with an automatic guided vehicle involves a towing-type transporter. The towing-type transporter uses an automatic guided vehicle and a trailer towed by the automatic guided vehicle at one end of the trailer. That is, another end of the trailer lacks support by the automatic guided vehicle to form a "null rear end". Due to this towing structures of the transporter, the vibration on the automatic guided vehicle will be amplified and applied on the carrier, resulting in a large vibration of the trailer, which impairs the transportation and quality of the transported objects.

Furthermore, the pivoting structure of the automatic guided vehicle at the front end of the carrier results in a larger rear area passed by the rear of the carrier than the front area passed by the front when turning. Furthermore, the front safety means aiming to monitor the front area cannot completely cover the rear area. Due to the lack of rear safety means for monitoring the rear area, there is a risk of harm to people or items within the rear area when the transporter turns.

Moreover, conventional solutions also include a type of transporter using a large automatic guided vehicle to transport objects of large sizes. By using the large automatic guided vehicle with a size slightly larger than or similar to the size of a carrier supported by the automatic guided vehicle, the objects of large sizes can be transported.

However, for this type of transporter, the automatic guided vehicle needs to be replaced with different objects to be transported. The poor adaptability of this type of transporter leads to high costs in a case where objects of various sizes need to be transported. Moreover, the large automatic guided vehicles with different sizes require a lot of parking or storage space, resulting in wasted space and inconvenience.

In order to at least partially address the above and other potential problems, embodiments of the present disclosure provide a transporter and a method of transporting an object.

<FIG> shows a schematic diagram of a transporter moving from a position to another position along a predetermined path; <FIG> shows top and side views of an automatic guided vehicle; and <FIG> shows top and side views of a carrier.

As shown, in general, the transporter <NUM> according to embodiments of the present disclosure comprise at least one carrier <NUM>, a support assembly <NUM> for supporting the carrier <NUM> and a plurality of automatic guided vehicles <NUM>.

The support assembly <NUM> in some embodiments may comprise carter wheels <NUM> or universal wheels which enable the carrier <NUM> to transport the object along a predetermined path <NUM>. The use of carter wheels <NUM> or universal wheels improves steering freedom and flexibility of the carrier <NUM>. It is to be understood that the above embodiments where the support assembly <NUM> comprises carter wheels <NUM> or universal wheels are merely for illustrative purposes, without suggesting any limitation as to the scope of the present disclosure. Any other suitable support assembly <NUM> is also possible. For example, in some alternative embodiments, the support assembly <NUM> may also comprise track wheels or the like.

The carrier <NUM> is driven to move by the plurality of automatic guided vehicles <NUM>. Each of the plurality of automatic guided vehicles <NUM> may be a standard automatic guided vehicle <NUM> with the same specifications and configuration. According to embodiments of the present application, with the standard automatic guided vehicle <NUM>, objects of various sizes can be transported by the transporter <NUM>. To this end, the only component that needs to be adjusted or replaced to adapt to different objects is the carrier <NUM>, which is easily manufactured with relatively low costs. That is, the size and/or shape of the carrier <NUM> may be easily adjusted to meet the requirements of objects of different sizes and shapes, which will be discussed in detail below.

The carrier <NUM> comprises a plurality of coupling members <NUM> to drive the automatic guided vehicle <NUM> to the carrier <NUM>. The automatic guided vehicles <NUM> each comprise a carrier connecting member <NUM> coupled to the respective coupling member <NUM>, as shown in <FIG>. By coupling the carrier connecting member <NUM> to the respective coupling member <NUM>, the carrier <NUM> can be driven by the plurality of automatic guided vehicles <NUM>.

In some embodiments, the carrier connecting member <NUM> may comprise a pin that can be lifted or lowered manually or automatically. In addition, the coupling member <NUM> may comprise an aperture for receiving the lifted pin. For example, to couple the automatic guided vehicles <NUM> to the carrier <NUM>, each automatic guided vehicle <NUM> may be moved manually or automatically to a position where the pin is vertically aligned with the aperture of the carrier <NUM>. Then the pin is lifted to insert into the aperture to achieve the coupling. In some embodiments, there is any suitable means such as an elastic member or the like arranged on the pin or in the aperture to reduce fit clearance there between.

With the above arrangements of the carrier connecting member <NUM> and the coupling member <NUM>, the coupling of the carrier <NUM> and the automatic guided vehicle <NUM> is easier to achieve or control, thereby reducing control difficulty. In some embodiments, the coupling member <NUM> may be arranged adjacent to ends of the carrier <NUM>, as shown in <FIG> and <FIG>. In this way, the automatic guided vehicles <NUM> are coupled to positions of the carrier <NUM> adjacent to the ends. That is, there is always one automatic guided vehicle <NUM> coupled to an rear end of the carrier <NUM>, thereby to reduce the vibration due to the "null rear end" and thus improve the stability of the transporter <NUM>.

It is to be understood that the above embodiments where the carrier connecting member <NUM> comprises the pin are discussed merely for illustrative purposes, without suggesting any limitation as to the scope of the present disclosure. Any other suitable arrangement or structure is also feasible. For example, in some alternative embodiments, the carrier connecting member <NUM> and the coupling member <NUM> may also employ magnetic arrangements which can be coupled to each other by magnetic force.

As mentioned above, the size and/or shape of the carrier <NUM> may be adjusted to meet the requirements of objects of different sizes and shapes. For example, in some embodiments, as shown in <FIG> which shows a schematic diagram of a transporter <NUM> with a large width carrier <NUM>, the carrier <NUM> is driven by the plurality of automatic guided vehicles <NUM> arranged in two columns along a direction parallel to the determined path <NUM>. With the arrangement, objects of large width can be well supported and transported by the transporter <NUM>.

In some embodiments, the number of the automatic guided vehicles <NUM> arranged in one column may be different from or equal to that of the automatic guided vehicles <NUM> arranged in the other columns. For example, in the case where the carrier <NUM> is of a triangular shape, there may be two automatic guided vehicles <NUM> arranged in one column and one automatic guided vehicles <NUM> arranged in another column.

Furthermore, the distance between the automatic guided vehicles <NUM> arranged in each column may be different or the same. For example, in the case where the carrier <NUM> is of a trapezoidal shape, the distance of two automatic guided vehicles <NUM> arranged in the column adjacent to the long side of the trapezoidal shape may be larger than those arranged adjacent to the short side.

In addition, the angle between adjacent two columns may also be zero or non-zero. That is, the columns may be parallel to each other or form a non-zero angle. For example, in the case where the carrier <NUM> is of the trapezoidal shape as mentioned above, two columns of the automatic guided vehicles <NUM> may be arranged along bevel sides of the trapezoidal shape.

In short, among the plurality of automatic guided vehicles <NUM>, there are two automatic guided vehicles <NUM> as a necessary unit. Other automatic guided vehicles <NUM> (if any) than the two automatic guided vehicles <NUM> may be arranged, as an option, at any suitable positions according to the size and/or shape of the carrier <NUM>.

Alternatively, it is also possible to arrange the automatic guided vehicles <NUM> in more than two columns. For example, in some embodiments, for the carrier <NUM> with a broader width, three or four columns of the automatic guided vehicles <NUM> may also be employed. Furthermore, the number of the automatic guided vehicles in each column is not limited to <NUM> as shown in <FIG>, and more than <NUM> automatic guided vehicles in each column are also possible.

The plurality of automatic guided vehicles <NUM> can move according to kinematic information provided by the leading one of the automatic guided vehicles <NUM>, thereby driving the carrier <NUM> to move, which will be discussed in detail below. Furthermore, the shape of the carrier <NUM> is not limited to the rectangle as shown in <FIG> and <FIG>. In some embodiments, the carrier <NUM> may be of a triangular or trapezoidal shape or the like. In this event, the coupling positions of the automatic guided vehicles <NUM> may also be adjusted accordingly.

In some embodiments, the at least one carrier <NUM> may comprise a plurality of carriers <NUM>. <FIG> shows top and side views of a transporter with a plurality of carriers <NUM>. The carriers <NUM> of different or same shapes and sizes can be connected or coupled to each other to transport objects of larger size or a more significant number. In this way, the transporter's capacity and applicability can be significantly improved without increasing costs.

As shown in <FIG> and <FIG>, in some embodiments, the plurality of carriers <NUM> may be connected in series via connecting members <NUM> arranged between the plurality of carriers <NUM>. For example, the connecting members <NUM> may be arranged on one or both ends of the carrying tray <NUM>. The connecting members <NUM> arranged on adjacent carriers <NUM> can be coupled to each other by suitable coupling means such as magnetic connections, bolt connections or snap connections.

In some embodiments, each connecting member <NUM> may comprise a coupling portion <NUM>, as shown in <FIG> and <FIG>. The coupling portion <NUM> may be coupled to the carrier connecting member <NUM> of the respective automatic guided vehicle <NUM>. In this way, the number of automatic guided vehicles <NUM> for driving the plurality of carriers <NUM> can be significantly reduced.

For example, if the carrier connecting member <NUM> is coupled to the coupling member <NUM> of the carrier <NUM>, six automatic guided vehicles are needed for the three carriers <NUM>. By contrast, if some carrier connecting members <NUM> are coupled to the coupling portions <NUM> of the connecting members <NUM> as shown in <FIG>, only N+<NUM> automatic guided vehicles are needed for N carriers <NUM>. As a result, the costs of the transporter <NUM> can be reduced.

The automatic guided vehicles <NUM> each comprise patrol assemblies <NUM> which enable the automatic guided vehicles <NUM> to separately travel along the predetermined path <NUM> according to the kinematic information, which will be discussed further below. Example implementations of the patrol assembly <NUM> include, but are not limited to, a guide tape assembly, a laser target navigation assembly, or a wired or slotted assembly.

The plurality of automatic guided vehicles <NUM> are communicatively connected to each other in a wired or wireless manner. For example, the plurality of automatic guided vehicles <NUM> may be coupled to exchange data/information through Bluetooth, Wi-Fi, near field communication (NFC) and/or any suitable communication protocols. This arrangement can be conducive to the transmission of data between the plurality of automatic guided vehicles <NUM>, thereby to facilitate the control to the plurality of automatic guided vehicles <NUM>.

In some embodiments, one of the automatic guided vehicles <NUM> functions as a leading automatic guided vehicle <NUM> to obtain scheduling information. The scheduling information at least indicates the predetermined path <NUM> along which the automatic guided vehicles <NUM> shall move. Such scheduling information can be provided by a scheduling member <NUM> of the transporter <NUM>. The scheduling member <NUM> in some embodiments may be a control system such as a fleet management system used in a factory to manage or schedule production processes. In this way, only data communication between the scheduling member <NUM> and the leading automatic guided vehicle <NUM> is required to obtain the scheduling information. As a result, the complexity of control of the transporter <NUM> can be significantly reduced. The scheduling member <NUM> may be coupled to the automatic guided vehicles <NUM> in a wired or wireless manner.

Actually, due to the same specifications and configuration of the plurality of automatic guided vehicles, as mentioned above, any of the plurality of automatic guided vehicles <NUM> can be designated as a leading automatic guided vehicle to obtain the scheduling information. For example, in the case where the transporter is moved in a moving direction indicated by the arrows as shown in <FIG>, the automatic guided vehicle at a leading position in the moving direction may be designated as the leading automatic guided vehicle <NUM> to facilitate task execution.

Similarly, for the case as shown in <FIG>, the automatic guided vehicle on the predetermined path and at the leading position in the moving direction may be designated as the leading automatic guided vehicle <NUM>. For the case as shown in <FIG>, the leading automatic guided vehicle in the moving direction may be designated as the leading automatic guided vehicle <NUM>. In short, a designation principle for the leading automatic guided vehicle <NUM> is conducive to the transportation of objects with high safety performance.

During the transportation of the object, in case of a failure of the designated leading automatic guided vehicle <NUM>, any other of the plurality of automatic guided vehicles <NUM> can be re-designated as a new leading automatic guided vehicle <NUM> to achieve the role of the leading automatic guided vehicle <NUM>. The failure of the designated leading automatic guided vehicle <NUM> may comprise any error or defect that may affect the achievement of its role as a leading automatic guided vehicle. In this way, the flexibility of control and the reliability of transportation can be further improved.

As mentioned above, each automatic guided vehicle <NUM> can move according to respective kinematic information to transport objects. The kinematic information for each automatic guided vehicle <NUM> is provided by the leading automatic guided vehicle <NUM>. <FIG> shows a flowchart illustrating a method <NUM> of transporting an object with the transporter <NUM>. The method can be implemented as program codes stored in a memory of each automatic guided vehicle <NUM>, which can be performed by a processor of the automatic guided vehicle <NUM>. At block <NUM>, in response to being designated as the leading automatic guided vehicle <NUM> by the scheduling member <NUM>, for example, the processer of the leading automatic guided vehicle <NUM> will obtain scheduling information at least on a predetermined path <NUM>. In some embodiments, the leading automatic guided vehicle <NUM> may also be designated. In some embodiments, besides the predetermined path <NUM>, the scheduling information may also indicate other suitable information such as a destination of an object to be transported. Based on the scheduling information, at block <NUM>, the leading automatic guided vehicle <NUM> can generate kinematic information for the plurality of automatic guided vehicles <NUM>.

At block <NUM>, the generated kinematic information is then provided to the plurality of automatic guided vehicles <NUM>. In some embodiments, the kinematic information may at least indicate speeds and/or moving directions of the plurality of automatic guided vehicles <NUM>. Then the plurality of automatic guided vehicles <NUM> can be moved based on the kinematic information. During the transportation, the leading automatic guided vehicle <NUM> may also obtain the status information from the plurality of automatic guided vehicles <NUM> and provide the status information to the scheduling member <NUM>, for example.

The above processes will be described in detail below by using the embodiments as shown in <FIG> as an example. After obtaining the scheduling information, the leading automatic guided vehicle <NUM> will generate the kinematic information for each automatic guided vehicle <NUM>. Specifically, for the automatic guided vehicle (referred to as a rear automatic guided vehicle for ease of discussion) directly behind the leading automatic guided vehicle <NUM>, which is on the predetermined path <NUM>, the kinematic information for the rear automatic guided vehicle can merely comprise a speed value at which it travels.

In the case as shown in <FIG>, the speed of the rear automatic guided vehicle is configured to be the same as that of the leading automatic guided vehicle <NUM>. In this way, the coordination of the movement between the leading and rear automatic guided vehicles is improved, thereby preventing the stress on the carrier <NUM> due to inconsistent speeds of the two automatic guided vehicles. The conditions described above for leading and rear automatic guided vehicles are also applicable to other cases of the automatic guided vehicles moving along the predetermined path, as shown in <FIG>, for example.

The automatic guided vehicles as shown in <FIG> other than the leading and rear automatic guided vehicles, as shown, do not travel on the predetermined path <NUM>. Nevertheless, those automatic guided vehicles not travelling on the predetermined path <NUM> can still move with leading automatic guided vehicle <NUM> with high coordination because their kinematic information can be uniquely determined according to the predetermined path <NUM>. For example, based at least on a radian of the predetermined path <NUM> and a positional relationship between the plurality of coupling members <NUM> relative to the predetermined path <NUM>, the kinematic information for them can be uniquely determined.

Specifically, the positional relationship between the plurality of coupling members <NUM> may comprise a distance of the coupling members <NUM> away from the predetermined path <NUM>. With the radian of the predetermined path <NUM> and the positional relationship being determined, the proportional relationship between speeds of the leading automatic vehicle <NUM> and the automatic guided vehicles <NUM> (referred to as bias automatic guided vehicles for ease of discussion) which are not on the predetermined path <NUM> can be determined. Furthermore, the moving directions of the bias automatic guided vehicles <NUM> can also be determined. By providing the kinematic information indicating the determined speeds and moving directions to the bias automatic guided vehicles <NUM>, their movements can be controlled in high coordination with the leading automatic guided vehicle <NUM>.

To improve the safety performance of the transporter <NUM>, in some embodiments, each automatic guided vehicle <NUM> may comprise a monitoring member <NUM>, as shown in <FIG> and <FIG>. The monitoring member <NUM> may be arranged at a suitable portion of the automatic guided vehicle <NUM> facilitating the detection of an obstacle within a predetermined range <NUM>. In some embodiments, the predetermined range may extend beyond the edges of the carrier <NUM> to further improve the safety.

The monitoring member <NUM> can provide safe information indicating whether an obstacle is within the predetermined range <NUM>. Then the leading automatic guided vehicle <NUM> can provide the kinematic information to the plurality of automatic guided vehicles <NUM> further based on the safety information from all of the plurality of automatic guided vehicles <NUM>. To this end, in some embodiments, the leading automatic guided vehicle <NUM> may generate the kinematic information further based on the safety information indicating whether an obstacle is within a predetermined range <NUM>. For example, if there are obstacles within the predetermined range <NUM> during transportation, which can be detected by the monitoring member <NUM>, the monitoring member <NUM> then provides the safety information on the obstacles in the predetermined range <NUM> to the leading automatic guided vehicle <NUM>. Then the leading automatic guided vehicle <NUM> provides the kinematic information on reducing the speeds of the automatic guided vehicle <NUM> to zero to improve the safety.

In some embodiments, the predetermined range <NUM> may be adjustable. For example, the adjusting of the predetermined range <NUM> can be achieved by adjusting an orientation of the respective automatic guided vehicle <NUM> according to the position of the automatic guided vehicle. As shown in <FIG>, the rear automatic guided vehicle <NUM> may be controlled to face forward in the moving direction when the transporter turns. In this way, the monitoring member <NUM> of the rear automatic guided vehicle <NUM> can detect obstacles within the rear area of the transporter <NUM> thereby improving the safety of the transporter <NUM>.

Alternatively or additionally, in some embodiments, the predetermined range <NUM> may also be adjusted by adjusting parameters of the monitoring member <NUM> associated with a shape and size of a detection range of the monitoring member <NUM>. That is, the predetermined range <NUM> can be enlarged, reduced, shifted or adjusted to change a shape of the predetermined range <NUM> to cover the required detection range and thus to facilitate the detection. In some embodiments, the predetermined range <NUM> may also be adjusted to ignore a certain range to avoid false detection.

In some embodiments, the destination of transported objects may require lateral movement of the transporter <NUM> to facilitate the manufacture of the objects, for example. In this event, when the transporter <NUM> needs to move to a position laterally aligned with the destination, a request of the lateral movement of the transporter <NUM> may be generated. In the meantime, a distance between the transporter <NUM> and the destination needs to be detected. To this end, in some embodiments, the plurality of automatic guided vehicles <NUM> may comprise at least two distance detection members <NUM>. For example, the at least two distance detection members <NUM> may be respectively arranged on the at least two automatic guided vehicles <NUM> at a leading position in the lateral movement direction. In some embodiments, all the automatic guided vehicles <NUM> may each comprise a distance detection member <NUM>, as shown in <FIG> and <FIG>.

The distance detection member <NUM> may be located at a suitable portion of the automatic guided vehicle <NUM>. For example, as shown in <FIG>, the distance detection member <NUM> may be arranged at the same side of the automatic guided vehicle <NUM> as the monitoring member <NUM>. In response to the request of the lateral movement of the transporter <NUM>, the automatic guided vehicles <NUM> at the leading position in the lateral movement direction may be re-oriented to cause the distance detection member <NUM> towards the destination, as shown in <FIG>.

In some embodiments, a reference marker <NUM> may be located adjacent to the destination as a reference for providing the distance information. Furthermore, the reference marker <NUM> may be any suitable structure. For example, the reference marker <NUM> may be a wall or an edge adjacent to the destination. In some alternative embodiments, the reference marker <NUM> may also be a virtual wall or a magnetic tape.

Each of the distance detection members <NUM> of the automatic guided vehicles <NUM> at a leading position in the lateral movement direction can provide distance information on the obtained distance from the respective distance detection member <NUM> to the reference marker <NUM>. Then, in response to the request of lateral movements of the transporter <NUM>, the leading automatic guided vehicle <NUM> can generate and provide the kinematic information indicating the lateral movement based on the distance information. In this way, the transporter <NUM> can be moved to the destination accurately.

For example, as shown in <FIG>, in some embodiments, the distance detection member <NUM> of the leading automatic guided vehicle <NUM> may provide distance information on the obtained distance D2. Similarly, the distance detection member <NUM> of the other automatic guided vehicle <NUM> than the leading automatic guided vehicle <NUM> as shown in <FIG> may provide distance information on the obtained distance D1. By using different distance detection members <NUM> on the automatic guided vehicles to detect different distances, the transporter <NUM> can be placed at any appropriate angle or position relative to the reference marker <NUM>.

It can be seen from the above that by employing a carrier <NUM> with a suitable shape and size and a plurality of automatic guided vehicle <NUM>, the adaptability of the transporter <NUM> can be significantly improved. Furthermore, the monitoring member <NUM> of the automatic guided vehicle <NUM> can detect the rear area of the transporter <NUM>, thereby improving the safety of the transporter <NUM>.

Claim 1:
A transporter comprising:
at least one carrier (<NUM>) comprising a plurality of coupling members (<NUM> or <NUM>);
a support assembly (<NUM>) adapted to support the carrier (<NUM>) and enable the carrier (<NUM>) to transport an object along a predetermined path (<NUM>); and
a plurality of automatic guided vehicles (<NUM>) connected to each other in a wired or wireless manner and configured to obtain kinematic information from one of the plurality of automatic guided vehicles (<NUM>) designated as a leading automatic guided vehicle (<NUM>), and the plurality of automatic guided vehicles (<NUM>) each comprising:
a carrier connecting member (<NUM>) coupled to a respective coupling member (<NUM>) of the plurality of coupling members to enable the carrier (<NUM>) to move with the plurality of automatic guided vehicles (<NUM>); and
a patrol assembly (<NUM>) adapted to enable a respective automatic guided vehicle (<NUM>) of the plurality of automatic guided vehicles to move along the predetermined path; wherin further the leading automatic guided vehicle (<NUM>) is configured to provide the kinematic information based at least on a radian of the predetermined path (<NUM>) and a positional relationship between the plurality of coupling members (<NUM>) relative to the predetermined path (<NUM>); wherein.
the positional relationship between the plurality of coupling members (<NUM>) comprises a distance of the coupling members (<NUM> away from the predetermined path.