JP2001213311A - Load carrying equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a load carrying equipment capable of relaxing the congestion between following self-traveling dollies at a curve part of traveling rails and capable of improving the carrying efficiency. SOLUTION: This load carrying equipment is provided with plural self- traveling dollies 3 for traveling with guide by a pair of traveling rails and for carrying loads. At a curve part of the traveling rails 1, a rail surface of the outside traveling rail 1 is formed relatively higher than the rail surface of the inside traveling rail 1 so as to provide an inclination, and the curve part is formed into a bank part. With this structure that the curve part is formed with the bank part, the self-traveling dolly 3 is inclined at the curve part, and since the centrifugal force to be applied to the self-traveling dollies is distributed, the traveling speed of the self-traveling dolly 3 at the curve part can be increased. Congestion of the following self-traveling dollies just before the curve part is thereby relaxed, and the carrying efficiency is improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a load transporting apparatus provided with a self-propelled truck that is guided by a traveling rail and travels by itself to transport a load.

[0002]

2. Description of the Related Art In a conventional load transfer facility, a patent No. 2
As disclosed in Japanese Patent No. 553912, magnet tapes having different polarities are laid on the left curve portion and the right curve portion of the traveling rail for guiding the self-propelled truck, and the magnet tape and its polarity are detected on the self-propelled truck. The self-propelled vehicle recognizes that the section in which the self-propelled vehicle is traveling is either a straight section or a curved section based on the detection signal of the magnetic sensor. When the vehicle is recognized as a straight line, the traveling speed of the self-propelled vehicle is increased to a high speed, for example, 100 m /
min, and when the vehicle is recognized as a curved portion, the traveling speed of the self-propelled vehicle is set to a low speed, for example, 40 m / min, thereby ensuring safe traveling of the self-propelled vehicle and the centrifugal force acting on the loaded load. The vehicle is running while preventing it from falling.

[0003]

However, as described above,
When it is recognized as a curved section, the traveling speed of the self-propelled trolley is reduced to low speed, and the following self-propelled trolley is congested in front of the curve section, and the transport efficiency does not increase due to the curve section .

SUMMARY OF THE INVENTION It is an object of the present invention to provide a load transfer facility capable of reducing congestion between subsequent self-propelled vehicles at a curved portion of a running rail and improving transfer efficiency.

[0005]

According to one aspect of the present invention, there is provided a self-propelled vehicle guided by a pair of traveling rails to self-travel and transport a load. A load transporting apparatus comprising: a curved portion of the traveling rail, wherein a rail surface of an outer traveling rail is higher than a rail surface of an inner traveling rail.

According to the above configuration, in the curved portion,
The self-propelled bogie tilts at the curve because the rail surface of the outer run rail is higher than the rail surface of the inner run rail, so the centrifugal force acting on the self-propelled bogie traveling on the curve is dispersed. You. Therefore, it is possible to increase the traveling speed of the self-propelled vehicle in the curved portion, to alleviate the congestion of the following self-propelled vehicle in front of the curved portion, and to increase the transport efficiency.

According to a second aspect of the present invention, in the first aspect of the present invention, a rail surface of an outer running rail and a rail surface of an inner running rail are formed in a curved portion of the running rail. The angle is set to an angle that satisfies a condition that a load shift does not occur when the self-propelled vehicle stops and a load shift does not occur due to centrifugal force when traveling on a curved portion.

According to the above configuration, the angle formed by the rail surface of the outer traveling rail and the rail surface of the inner traveling rail can be adjusted so that load displacement does not occur when the self-propelled vehicle stops, and centrifugal force occurs when traveling on a curved portion. When the angle is set so as to satisfy the condition that no load shift occurs due to the load, the load being transported by the self-propelled truck will not cause load shift or collapse, thus eliminating the need to install stoppers for preventing load collapse. be able to.

The invention according to claim 3 is the invention according to claim 1 or 2, wherein the traveling rail of the wheels of the self-propelled truck is perpendicular to the traveling direction of the self-propelled truck. The contact surface is formed in an arc shape, and the arc of the wheel is changed according to the angle formed by the rail surface of the outer traveling rail and the rail surface of the inner traveling rail in the curved portion of the traveling rail. It is assumed that.

According to the above arrangement, the contact surface between the wheel running on the rail without the angle and the rail and the contact surface between the wheel running on the rail with the angle and the rail are maintained constant. Thus, wheel slip can be prevented.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a main part configuration diagram of a load transport facility according to an embodiment of the present invention.

In FIG. 1, reference numeral 1 denotes a pair of traveling rails installed on a floor 2, and reference numeral 3 denotes a four-wheeled self-propelled carriage that is guided by the traveling rail 1 to travel by itself and transports a load. In the traveling rail 1, the rail surfaces of the pair of traveling rails are set at the same level in the straight portion, and the rail surface of the outer traveling rail 1 is set to the rail surface of the inner traveling rail 1 in the curved portion (curve area). Compared to the higher. That is, at the curved portion, the height of the rail surface of the outer running rail 1 is gradually increased from the entrance of the curved portion, and at the center of the curved portion, the rail surface of the outer running rail 1 and the rail surface of the inner running rail 1 are provided. Angle (hereinafter referred to as the tilt angle)
Is raised to the maximum angle, and the height of the outer running rail 1 is gradually lowered at the exit of the curved portion so that the height of the outer running rail 1 is the same as that of the inner running rail. And a bank portion is formed. The maximum angle is an angle that satisfies the condition that no load shift occurs when the self-propelled carriage 3 stops and that no load shift occurs due to centrifugal force when traveling on a curved portion, and is, for example, more than 0 and 2 ° or less.

The self-propelled trolley 3, as shown in FIGS.
A vehicle body 11 and a device for transferring and placing a load placed on the vehicle body 11 (for example, a roller conveyor or a chain conveyor) 12
2 for supporting the vehicle body 11 mounted on the lower part of the vehicle body 11 with respect to one traveling rail (right traveling rail in the figure) 1
The turnable driven wheel device 13 and the vehicle body 11 are supported on the other traveling rail (the left traveling rail in the figure) 1 and can follow the bent shape of the traveling rail 1. Free to move (slide freely)
And two turning / sliding type driving wheel devices 14.

As shown in FIG. 4, the vehicle body 11 comprises a right frame 21 for supporting two revolving driven wheel devices 13 so as to be revolvable about a vertical axis, and two revolving / sliding driving wheel devices 14.
And a right frame that can freely rotate around the vertical axis and move in the left-right direction (a direction perpendicular to the running direction: a direction toward and away from the turning driven wheel device 13).
Front and rear frame 2 that fixes the front and rear ends of 21 and left frame 22
3 and 24, and a box 25 (FIGS. 2 and 3) fixed on a frame formed by the frames 21, 22, 23, and 24. The mounting device 12 is installed.

Each of the revolving driven wheel devices 13 includes a revolving body 31 that is rotatable around the vertical axis with respect to the right frame 21.
A bracket 32 connected to the lower surface side of the revolving structure 31 and having a pair of legs corresponding to the side surfaces of the traveling rail 1, an axle 33 provided at the center of both legs of the bracket 32, and an axle 33 And four guide rollers (guides) that are provided at the front, rear, left and right ends of both legs of the bracket 32 and that come into contact with both side surfaces of the traveling rail 1. Example of device) 35
With the four guide rollers 35, the revolving unit 31 is rotated around the vertical axis via the bracket 32 in accordance with the bending of the traveling rail 1, so that the idle wheel 34 is connected to the traveling rail 1. The idler wheels 34 can be moved on the traveling rail 1 without falling off.

Each turning / sliding type drive wheel unit 14
Is a revolving body 41 that is rotatable about the vertical axis with respect to the left frame 22 and is movable in the left-right direction.
A bracket 42 connected to the lower surface of the bracket 41 and having a pair of legs corresponding to the side surfaces of the traveling rail 1;
Axle 43 provided at the center of both legs of
A drive wheel 44 supported by the axle 43, a motor 45 having a drive shaft connected to a rotation shaft of the drive wheel 44, and a lower and front and left and right ends of both legs of the bracket 42 are provided on the traveling rail 1 respectively. 4 which can contact freely on both sides of
And a revolving unit around the center of the vertical axis via the bracket 42 corresponding to the bending of the traveling rail 1 by the four guide rollers 46.
When the swivel body 41 moves left and right via the bracket 42 corresponding to the width between the pair of traveling rails 1, the drive wheels 44 travel on the traveling rail 1 without derailing. The self-propelled truck 3 can be guided by the traveling rail 3 and run when the driving wheels 44 are rotated by the driving of the motor 45.

As described above, the two drive wheels 44 are structured so as to be capable of turning and sliding (movable in a distance direction with respect to the idler wheels 34), and the positioning is performed by the two idler wheels 34, whereby a curve is obtained. The traveling of the self-propelled carriage 3 in the section is smoothly performed without any trouble, and the main body 11 is prevented from swinging in the left and right direction. Further, the load on the motor 45 of the drive wheel 44 is reduced, and the configuration of the idle wheel 34 and the drive wheel 44 can be simplified as compared with the case where positioning is performed by the drive wheel 44.

FIG. 5 is a front view of the self-propelled carriage 3 at the center of the bank (curve area), that is, at the position where the inclination angle is at the maximum angle. As shown in FIG. 5, in the curved portion, the rail surface of the outer running rail 1 is higher than the rail surface of the inner running rail 1 so that the curved portion is inclined, so that the vehicle can run on the curved portion. The cart 3 is tilted, so that the centrifugal force acting on the self-propelled cart 3 traveling on the curved portion is dispersed. For this reason, the traveling speed of the self-propelled trolley 3 in the curved portion can be increased. In addition, when the inclination angle is equal to or less than the maximum angle, the cargo carried by the self-propelled carriage 3 does not collapse, so that it is not necessary to install a stopper for preventing the collapse of the cargo, and the cost is reduced. Ascent can be avoided.

As shown in FIGS. 6 (a) and 6 (b), the traveling direction of the self-propelled truck 3 is determined by the idle wheels 34 of the turning driven wheel device 13 and the driving wheels 44 of the turning / sliding driving wheel device 14. The contact surface 37 with the traveling rail in a direction perpendicular to the direction is formed in an arc shape, and the arc of the wheel is strengthened according to the maximum inclination angle in the curved portion of the traveling rail 1. When the width of the wheel in the perpendicular direction is constant, the radius R of the arc is reduced, and the angle θ at which the arc is formed is increased. According to this, when the self-propelled trolley 3 is traveling on a straight line portion (when the self-propelled trolley is running horizontally and without inclination), the wheels 34 or 44 and the rail 1 traveling on the rail The length of the contact surface a and the distance between the rail 1 and the wheel 34 or 44 traveling on the rail when traveling on a curved portion having an inclination angle (when the self-propelled vehicle is traveling on an inclination). The length b of the contact surface is kept constant, the slip of the wheels 34 or 44 can be prevented, and the stop of the self-propelled vehicle 3, that is, the stop of the transport equipment can be avoided.

As shown in FIGS. 6 (c) and 6 (d), when the contact surface with the traveling rail in a direction perpendicular to the traveling direction of the self-propelled carriage 3 is not formed in an arc shape, a curve having an inclined angle is formed. 34 or 44 traveling on rails when traveling on a section (when the self-propelled vehicle is traveling on an inclination)
The length d of the contact surface between the rail and the rail 1 becomes extremely small,
The risk that the wheels 34 or 44 will slip increases.

As shown in FIGS. 2 and 3, a current collecting rail 51 is laid along the running direction on the outer side surface of the right running rail 1 along the running direction. A current collector 52 is provided outside. A feeder line 54 is laid on the outer side surface of the left traveling rail 1 along the traveling direction along the traveling direction.
A wireless modem 55 is installed outside the bracket 42 so as to approach and face the feeder line 54.

As shown in FIG. 4, a control box is provided below the box 25 of the vehicle body 11 in a space formed by the frames 21, 22, 23, 24 and in an empty space for the two motors 45. 57 and power box 58 are fixed.

As shown in FIG. 2 and FIG. 3, the presence or absence of a load on the load transfer / loading device 12 is
A transfer unit detector 61 composed of a photoelectric switch that detects a fixed position of a load, and a bumper switch 62 that detects a rear-end collision are provided,
An encoder 63 for detecting the number of rotations of the motor 45 is provided on the drive shaft of one motor 45.

Further, an optical sensor transmitter 65 and a receiver 66 are provided as data transmission / reception means for transmitting / receiving data between the front and rear self-propelled vehicles 3. For the optical sensor transmitter 65 and the receiver 66, a flat plate 67 also serving as a blocking member for blocking light from leaking downward is provided below the box 25 of the vehicle body 11 and at the front and rear center positions. The optical sensor transmitter 65 and the receiver 66 are mounted on the flat plate 67 so as to face rearward and forward, respectively. Also, the optical sensor transmitter 65
The mounting position (height) of the receiver and the receiver 66 is between the upper surface level and the lower surface level of the traveling rail 1.

Also, as shown in FIG.
The area of the light irradiated from the center is composed of two side areas 68A and 68B, each of which overlaps at an angle of 20 ° at the center and spreads at an angle of 80 °, and a central area 69 spread at an angle of 4 ° at the rear center. , 140 °, a wide-angle area, and the transmission and reception of data between the front and rear self-propelled carriages 3 is possible at the curved portion of the traveling rail 1. In the right curve section, it is possible to switch to the side area 68A, and in the straight section, to the center area 69.

As described above, by setting the mounting position (height) of the optical sensor transmitter 65 and the optical sensor receiver 66 between the upper surface level and the lower surface level of the traveling rail 1, the optical sensor transmitter 65 Is radiated horizontally between the upper level and the lower level of the traveling rail 1, so that light can be prevented from being blocked by the pair of traveling rails 1 and leaking out of the left and right traveling rails 1. Self-propelled trolley other than the self-propelled trolley,
In particular, it is possible to prevent erroneous input to another self-propelled truck 3 traveling on a curved portion or another device arranged along the traveling rail 1. Further, an optical sensor transmitter 65 and an optical sensor receiver 66
By being mounted on the flat plate 67 which is disposed below the vehicle body 11 and also serves as a blocking member for blocking light from leaking downward,
The light of the optical sensor transmitter 65 spreading upward can be prevented from leaking upward by the self-propelled trolley 3 (vehicle body 11), and the light of the optical sensor transmitter 65 spreading downward can leak downward by the flat plate 67. Can be prevented, and the influence on the surrounding environment can be eliminated.

FIG. 8 shows a control block of the self-propelled carriage 3.
In FIG. 8, reference numeral 71 denotes a ground controller which is a ground control unit which includes a microcomputer and controls a plurality of self-propelled vehicles 3 collectively. The ground controllers 71 are scattered along the traveling rails 1 on which the self-propelled vehicles 3 travel. A load transfer signal from a load transfer station or a host computer (not shown) and a feedback signal for each self-propelled vehicle 3 from a ground modem 72 described later, for example, a current position (address) signal It determines by inputting a signal such as the presence or absence of a load or the like, and controls the destination of each self-propelled vehicle 3 and whether or not to perform transfer.

The ground controller 71 transmits signals to and from the self-propelled trolley 3 as a ground modem 72 corresponding to a transceiver and an antenna on the traveling rail 1 as a route along the running direction of the self-propelled trolley 3 over the entire length. Via the feeder line 54.

The main body controller 73 of the self-propelled carriage 3 transmits signals to and from the ground controller 71 via the wireless modem 55 installed close to and facing the feeder line 54. The main controller 73 is connected to the above sensors and communication devices, that is, the transfer unit detector 61, the bumper switch 62, the encoder 63, the optical sensor transmitter 65, the receiver 66, and the wireless modem 55. Judging from the signal from the communication device and the control signal from the ground controller 71, the traveling motor 45 or the changeover switch 77 is switched via the inverter 76 and the changeover switch 77 to the transfer motor of the load transfer By controlling 78, the self-propelled trolley 3 and the transfer of the load from the self-propelled trolley 3 are controlled. The main body controller 73 recognizes the current traveling distance M (distance from the origin of the traveling rail 1) and the address A of the traveling section corresponding to the traveling distance M by counting the pulses output from the encoder 63. The travel distance M
Is transmitted to the following self-propelled carriage 3 by switching the light emitting area by the optical sensor transmitter 65. Also, data in which a truck-specific number is added to the address A of the traveling section at the current position (position data composed of “trolley number + traveling section address A”) is transmitted to the ground via the wireless modem 55, the feeder line 54 and the ground modem 72. This is transmitted to the controller 71 to inform the current traveling section. The travel speed may be obtained by differentiating the travel distance M and transmitted.

The control box 57 has a main body controller
The power box 58 accommodates an inverter 76, a changeover switch 77, and a power supply device (not shown) connected to the current collector 52 and supplying power to the devices in the self-propelled trolley 1.

Next, the running control of the main body controller 73 will be described with reference to the flowchart of FIG. Note that, in advance, the distance from the origin corresponding to the address of the station where the load is transferred, the bent shape of the traveling rail 1 corresponding to the address A of the traveling section, that is, whether the traveling section is a straight section, a left curve section, or a right section. It is assumed that a curve is set.

First, a travel command is transmitted by comparing the current travel distance M with the distance (target value) Z from the origin obtained from the address of the station that transfers the load transmitted from the ground controller 71 to the origin. (Step-1), stop when there is no traveling command, output a rotation speed command value "0" to the inverter 76 (step-2), and when there is a traveling command, address the current traveling section. A is used to determine whether the vehicle is near the straight section, the left curve section and its entrance and exit, or the right curve section and its entrance and exit area (step-3).

When it is determined that the vehicle is in the straight section of the traveling rail 1, the central area 69 is selected as the area of the light transmitted from the optical sensor transmitter 65 (step-4), and the upper limit of the traveling speed is set to a high speed, for example, 100 m / m. min (step-5), and when it is determined that the vehicle is near the left curve portion and its entrance and exit of the traveling rail 1, the side area 68B is selected (step-6), and the right curve portion and its entrance are selected. When it is determined that the vehicle is near the exit, the side area 68A is selected (step-7), and the upper limit of the traveling speed is set to a medium speed, for example, 70 m / min (step-8).

Next, the difference between the distance Z to the station, which is the target value, and the current travel distance M is calculated, and when the difference is shorter than the predetermined distance g, that is, when the difference approaches the target stop position (step- 9) The upper limit of the traveling speed is set to the low speed before stopping, for example, 20 m / min (step-10). Further, when the difference between the distances becomes shorter than a predetermined distance k (<g), that is, immediately before the target stop position (step-11), the traveling is stopped in step-2.

Next, the inter-vehicle distance L is calculated from the current traveling distance P of the self-propelled vehicle 3 ahead received by the optical sensor receiver 66 and the current traveling distance M of the own vehicle (step-
12).

First, the current traveling distance P of the self-propelled carriage 3 ahead is
To calculate the traveling speed v of the self-propelled truck 3 ahead.
Next, the current travel distance M is differentiated to calculate the own travel speed vo, and the speed v is differentiated to calculate the acceleration b. Note that a normal stop deceleration preset for the self-propelled carriage 3 is α.

Next, the first inter-vehicle distance L1 is obtained by calculating the difference between the stopping distance of the self-propelled carriage 3 ahead and the own stopping distance (Equation 1). The first inter-vehicle distance L1, as shown in FIG. 10A, corresponds to the difference between the distances when the two self-propelled trolleys 1 normally stop at the current traveling speed.

First inter-vehicle distance L1 = {P + v ² / (2α)} − {M + vo ² / (2α)} (1) Next, as shown in FIG.
Is faster than the traveling speed v of the preceding self-propelled trolley 3, and when the two self-propelled trolleys 3 stop normally than the current traveling speed, the inter-vehicle distance L1 (> 0) exists as a result. Assuming that the self-propelled bogie 3 is once overtaken and then stopped and then overtaken, the difference S (Equation 2) between the traveling distances of the two self-propelled bogies 3 when the speeds are the same from the present time ｛FIG.
(C) When｝ is larger than the difference (= PM) in the current traveling distance (S> PM), the vehicle collides. After the speeds become the same, there is no danger of rear-end collision because the traveling speed of the vehicle itself becomes lower than the traveling speed of the self-propelled vehicle 3 ahead.

[0039] ^{S = (v-vo) 2} /2 / (α-b) ... (2) assuming such a situation, obtaining a second inter-vehicle distance L2 after the current predetermined time (for example after 1 second) (Equation 3).

Second inter-vehicle distance L2 = {P + (2v−α) / 2} − {M + (2vo−b) / 2} (3) Next, the first inter-vehicle distance L1 and the second inter-vehicle distance L2 are calculated. The shorter one is defined as the inter-vehicle distance L (Equation 4).

Inter-vehicle distance L = min (L1, L2) (4) It is determined whether the inter-vehicle distance L is shorter than a predetermined minimum distance Lmin (step-13). When the inter-vehicle distance L is shorter than the predetermined minimum distance Lmin, it is determined that the self-propelled trolleys 3 have approached, and the traveling is stopped in step-2.

When the inter-vehicle distance L is not shorter than the predetermined minimum distance Lmin, the running speed is calculated by the running control with the target value of the predetermined optimum inter-vehicle distance while feeding back the calculated inter-vehicle distance L (step-14). This traveling speed is limited by the upper limit value set in the above-mentioned step 5 or 8 or 10 (step 15), and the restricted traveling speed is converted into a rotation speed command value of the traveling motor 45 and output to the inverter 76. Then, the self-propelled carriage 3 is run at this running speed (step-16).

As described above, the inter-vehicle distance can be ascertained even at the curved portion, and by controlling the traveling, the vehicle 3 can travel between the self-propelled vehicles 3 at an optimum distance (inter-vehicle distance). Value (medium speed; for example, 70m
/ Min) by the dispersion of the centrifugal force acting on the self-propelled carriage 3, the speed of the conventional curved portion (low speed; for example, 40m
/ Min), it is possible to increase the traveling speed at the curve. Therefore, traffic congestion of the following self-propelled carriage 3 in front of the curved portion can be reduced, and as a result, the vehicle can travel safely and the transport efficiency can be increased.

In the above embodiment, the traveling rail 1
In the curve area, the height of the rail surface of the outer running rail 1 is gradually increased and gradually lowered to form a bank portion. However, as shown in FIG. The height of the rail surface of the outer running rail 1 is increased, and the inclination angle is maintained at a maximum constant angle in a certain range (particularly at the center portion) of the continuous curve portion, and the inside angle is maintained at the exit of the continuous curve portion. The bank portion may be formed by gradually lowering the height of the outer running rail 1 so as to have the same height as the rail surface of the running rail. With the shape of the traveling rail 1, the production and installation of the traveling rail 1 can be facilitated.

In the curve area of the traveling rail 1, the angle of the rail surface of the outer traveling rail 1 and the angle of the rail surface of the inner traveling rail 1 are both horizontal. As shown in FIG. The angle of the surface may be set to an angle corresponding to the inclination angle (in this case, the rail surface of the outer running rail 1 is higher than the rail surface of the inner running rail 1). In this manner, by adjusting the angle of each rail surface to the inclination angle, distortion of the vehicle body 11 due to a difference in height between the outer wheel and the inner wheel during traveling on a curved portion can be eliminated, and traveling on the curved portion can be performed more smoothly. .

Further, in this embodiment, the curved shape of the rail 1 in the traveling section, that is, whether the traveling section is a straight section, a left curve section, or a right curve is set in advance by the address of the traveling section. It may be determined by learning during the test drive.

An example of learning of the bent shape of the rail 1 in the traveling section will be described with reference to FIGS. Self-propelled trolley 3
As shown in FIGS. 12 and 13, the outer side of the bracket 42 of the turning / sliding type drive wheel device 14 in front of the self-propelled carriage 3 contacts the side surface (outer surface) of the left traveling rail 1. A detection roller 81 that rotates
A second encoder 82 that outputs a pulse proportional to the rotation of the second encoder 82 is provided.
Are input to the main body controller 73 as shown in FIG.

When the self-propelled vehicle 3 is traveling by driving the traveling motor 45, the main body controller 73 obtains a traveling distance from the origin detected by the output pulse of the encoder 63, that is, an address. By comparing the speed of the driving wheel 44 to which the traveling motor 45 is connected, which is detected by the output pulse of the left traveling rail 1, with the speed of the left traveling rail 1, which is detected by the output pulse of the second encoder 82, It recognizes whether the path shape of the address is a straight line, a left curve, or a right curve.

That is, a speed deviation e between the speed of the driving wheel 44 and the speed on the left traveling rail 1 is calculated. When the speed deviation e is larger than a predetermined value α (> 0), that is, when the speed of the driving wheel 44 When the speed is higher than the speed on the traveling rail 1, it is determined that the vehicle is traveling on the left curve, and when the speed deviation e is smaller than the absolute value of the predetermined value α,
Is substantially the same as the speed on the left traveling rail 1, it is determined that the vehicle is traveling on the straight line, and the speed deviation e is equal to the predetermined value (-
If α) is smaller, that is, if the speed on the left traveling rail 1 is faster than the speed of the driving wheels 44, it is determined that the vehicle is traveling on the right curve.

These judgments can be learned by storing them as the path shape of the traveling rail 1 at the address.
In the present embodiment, data obtained by simply adding a truck-specific number to the address A of the traveling section corresponding to the recognized traveling distance M (position data consisting of “bogie number + traveling section address A”) is simply transmitted to the wireless modem. 55, to the ground controller 71 via the feeder line 54 and the ground modem 72,
Although only the address A of the traveling section of the current position is notified, the position data consisting of the “trolley number + address of the traveling section” of each self-propelled bogie 3 received by the ground controller 71 is transmitted to all the self-propelled bogies 3. Ground modem 72, feeder line 54
The self-propelled trolley 3 can recognize the address A of the traveling section of the self-propelled trolley 3 traveling ahead of the bogie number of the received position data by transmitting via the optical sensor transmitter 65. Outside the communication area between the
The traveling speed can be controlled by the inter-vehicle distance L calculated from the address of the traveling section of the self-propelled truck 3 input from the ground controller 71 and the address A of the own traveling section.

Further, since the inter-vehicle distance L between the self-propelled trolley 3 ahead and the outside of the communication area between the optical sensor transmitter 65 and the receiver 66 can always be ascertained, deceleration can be performed in advance even during high-speed running. Can approach the self-propelled truck 3 in front of
An optimal distance (inter-vehicle distance) can be secured between the self-propelled vehicles 3 to allow the vehicle to travel safely, and the transport efficiency can be improved. The data of the address of the traveling section has a smaller data amount than the data of the traveling distance, and the transmission interval can be longer than the transmission interval of the optical transmission, so that the communication load can be reduced and the load on the main controller 73 can be reduced. Can be.

Outside the communication area between the optical sensor transmitter 65 and the receiver 66, that is, when there is a sufficient distance from the self-propelled carriage ahead, the traveling speed upper limit value of the linear portion of the traveling rail 1 is increased. It is also possible to switch, and it is possible to catch up with the self-propelled trolley 3 ahead, and the inter-vehicle distance can be set to an optimum distance.

In the present embodiment, the self-propelled carriage 3 has four wheels, but may have three wheels.

[0054]

As described above, according to the present invention, since the slope is provided in the curved portion, the self-propelled vehicle is inclined at the curve portion, and the centrifugal force acting on the self-propelled vehicle is dispersed. In addition, the traveling speed of the self-propelled vehicle in the curved portion can be increased, whereby the traffic jam of the following self-propelled vehicle in front of the curved portion can be reduced, and the transport efficiency can be increased.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a main part of a load transport facility according to an embodiment of the present invention.

FIG. 2 is a side view of a traveling rail and a self-propelled trolley of the same load transport facility.

FIG. 3 is a cross-sectional view of a traveling rail of the load transport facility and a front view of a main part of a self-propelled carriage.

FIG. 4 is a partial plan view of a self-propelled carriage of the same load transport equipment.

FIG. 5 is a cross-sectional view of the traveling rail and a front view of a main part of the self-propelled carriage at a curved portion of the traveling rail of the same load transport facility.

FIG. 6 is an explanatory view of wheels of a self-propelled truck of the same load transport facility.

FIG. 7 is an explanatory diagram of an optical area of an optical sensor transmitter of the same load transport equipment.

FIG. 8 is a control block diagram of a self-propelled carriage of the same load transport equipment.

FIG. 9 is a flowchart of traveling control of a main body controller of the same load transport facility.

FIG. 10 is an explanatory diagram of traveling control of a main body controller of the same load transport facility.

FIG. 11 is an explanatory view of a traveling rail section of a load transport facility according to another embodiment of the present invention.

FIG. 12 is a side view of a traveling rail and a self-propelled trolley of a load transport facility according to another embodiment of the present invention.

FIG. 13 is a sectional view of a traveling rail of the load transporting facility and a front view of a main part of the self-propelled carriage.

FIG. 14 is a control block diagram of a self-propelled carriage of the same load transport facility.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Running rail 2 Floor 3 Self-propelled trolley 13 Turning type driven wheel device 14 Turning / sliding type driving wheel device 34,44 Wheel 45 Running motor 65 Optical sensor transmitter 66 Optical sensor receiver 73 Main body controller (control means) 82 Second Encoder

Claims (3)

[Claims] 1. self-propelled guided by a pair of traveling rails,
A load transporting facility equipped with a self-propelled carriage for transporting a load, wherein in a curved portion of the traveling rail, a rail surface of an outer traveling rail is higher than a rail surface of an inner traveling rail. Transport equipment. 2. In the curved part of the traveling rail, the angle formed by the rail surface of the outer traveling rail and the rail surface of the inner traveling rail is such that no load shift occurs when the self-propelled vehicle stops, and the curved part travels. 2. An angle satisfying a condition that does not cause load shift due to centrifugal force at the time.
Load transport equipment described in 1. 3. A traveling surface of a wheel of the self-propelled vehicle, which is in contact with the traveling rail in a direction perpendicular to the traveling direction of the self-propelled vehicle, is formed in an arc shape. The load transport equipment according to claim 1 or 2, wherein the load is changed according to an angle formed by a rail surface of the traveling rail and a rail surface of an inner traveling rail.