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JP2004013481A - Automatic guided vehicle system - Google Patents

Automatic guided vehicle system Download PDF

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JP2004013481A
JP2004013481A JP2002165373A JP2002165373A JP2004013481A JP 2004013481 A JP2004013481 A JP 2004013481A JP 2002165373 A JP2002165373 A JP 2002165373A JP 2002165373 A JP2002165373 A JP 2002165373A JP 2004013481 A JP2004013481 A JP 2004013481A
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carrier
traveling
transport vehicle
vehicle
magnetic field
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Japanese (ja)
Inventor
Akihito Tai
田井　彰人
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Murata Machinery Ltd
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Murata Machinery Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic guided vehicle which makes merge control possible by using a means highly resistive to a noise source even when guided vehicles, on a first track and a second track, advance simultaneously toward a merging part. <P>SOLUTION: At the merging part 2D for both tracks 3, 4, wires 23, 24 which straddle over both tracks 3, 4 are installed. Through the wire 23, a power generation coil 12 of the guided vehicle 10H on the first track 3 side acts electromagnetically on a power receiving coil 13 of the guided vehicle 10J on the second track side. Through the wire 24, the power generation coil 12 of the guided vehicle 10J on the second track 4 side acts electromagnetically on a power receiving coil 13 of the guided vehicle 10H on the first track 3 side. The guided vehicles 10H, 10J stop on detecting, with the power receiving coil 13, currents generated in the wires 23, 24 with the power receiving coil 13. The guided vehicle 10H traveling on the first track 3, at the merging part 2D, even if currents are detected in the wires 23, 24 with the power receiving coil 13, ignores the current. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は、無人搬送車と、無人搬送車の走行する走行路とを備えた無人搬送車システムに関し、特に、バイパス路を有する走行路の合流部における追突防止制御機構に関する。
【０００２】
【従来の技術】
従来より、バイパス路を有する走行路の合流部において、先行する搬送車と後行する搬送車との間の追突防止のための制御機構を備えた無人搬送車システムが知られている。走行路は、主路である第一走行路と、バイパス路である第二走行路とからなり、両走行路の接続部に分岐部および合流部が形成される。
【０００３】
【発明が解決しようとする課題】
搬送車相互の相対関係を先行・後行として捉え、先行搬送車を停止させる、従来の追突防止制御機構では、合流部に向けて、第一走行路（主路）と第二走行路（バイパス路）との双方から同時に搬送車が進入した場合に、不具合が生じてしまう。つまり、両搬送車における先行と後行との区別がつけられず、追突が発生する恐れがある。
また、このような制御において、合流部に設けた通信線により、各搬送車を区別して検知を行う場合は、走行路に、例えば高周波電流が流される非接触給電用の給電線等のノイズ発生源が存在すると、ノイズにより他の搬送車を誤検知してしまう可能性がある。
そこで本発明は、合流部に向けて、第一走行路および第二走行路から同時に、搬送車が進入した場合においても、ノイズ源に対する抵抗性の高い手段を用いて、合流制御を可能とする無人搬送車システムを提供する。
【０００４】
【課題を解決するための手段】
本発明の解決しようとする課題は以上の如くであり、次に該課題を解決するための手段を説明する。
即ち、請求項１においては、搬送車に磁界発生装置と電流検知装置とを備えると共に、第一走行路と第二走行路との合流部に、両走行路にまたがる閉ループの導線を一対設け、
一方の導線を介して、第一走行路側の搬送車の磁界発生装置が第二走行路側の搬送車の電流検知装置に電磁的に作用し、
他方の導線を介して、第二走行路側の搬送車の磁界発生装置が第一走行路側の搬送車の電流検知装置に電磁的に作用し、
搬送車は、他の搬送車の磁界発生装置により導線内に発生した電流を電流検知装置により検知すると、停止するものである。
【０００５】
請求項２においては、前記搬送車は、合流部に進入した直後に、合流部に敷設されている導線内に、他の搬送車の磁界発生装置により発生した電流を自車の電流検知装置により検知すれば停止し、合流部に進入した直後に、導線内に他の搬送車の磁界発生装置により発生した電流を検知しなければ、合流部を走行し続け、合流部を走行し続けている際に、その搬送車が、
第一走行路を走行する搬送車であれば、走行中に導線内に他の搬送車の磁界発生装置により発生した電流を自車の電流検知装置により検知しても無視し、
第二走行路を走行する搬送車であれば、走行中に導線内の他の搬送車の磁界発生装置により発生した電流を自車の電流検知装置により検知すると停止するものである。
【０００６】
請求項３においては、搬送車の上部に磁界発生装置および電流検知装置が設けられ、それに対応する位置に、導線が配設されるものである。
【０００７】
【発明の実施の形態】
本発明の一実施例である無人搬送車システムについて、図１を用いて説明する。図１は追突防止制御機構を備えた無人搬送車システムを示す概略構成図である。
無人搬送車システムには、図１に示すように、走行路２と、走行路２上を走行する無人搬送車（以下搬送車）１０・１０・・・とが備えられている。走行路２は、ループ状に形成される第一走行路３と、該第一走行路３にバイパス路として設けられる第二走行路４とからなる。
図１において、走行路２の直線部を２Ａ、曲線部を２Ｂとする。
【０００８】
また、図１において、走行路２の各部に位置する（走行もしくは停止している）搬送車１０を、位置に応じて搬送車１０Ａ・１０Ｂ・・・等の符号を付して区別する。説明の便宜上、各搬送車１０に異なる符号を付するだけである。各搬送車に機能的な相違は存在せず、単にある時点での各搬送車１０の位置に応じて区別しているのみである。
【０００９】
走行路２に対する搬送車１０の走行方向は一定（不可逆）とし、図１中左回りの向きとする。したがって、バイパス路である第二走行路４と第一走行路３との接点は、走行方向の上流側より分岐部および合流部となる。図１において、分岐部を２Ｃ、合流部を２Ｄとする。
分岐部２Ｃに進入する搬送車１０Ｅは、第一走行路３および第二走行路４を択一選択して、走行する。また、合流部２Ｄに進入する搬送車１０・１０、つまり第一走行路３側の搬送車１０Ｈおよび第二走行路４側の搬送車１０Ｊは、どちらも第一走行路３へと走行する。
【００１０】
以下において、搬送車１０に関しては、該搬送車１０の走行方向を基準とし、走行路２に関しては、該走行路２の形成方向を基準として、方向を定義する。
なお、搬送車１０は、走行路２の形成方向に沿って走行する。したがって、搬送車１０と、該搬送車１０が走行している部分の（直下部分の）走行路２とは、前記走行方向および前記形成方向が、同一の方向を指し示すものである。
【００１１】
無人搬送車システムには、走行路２の各部毎に対応した追突防止制御機構が備えられている。追突防止制御機構は、搬送車１０・１０間での追突を防止するための制御機構である。
第一の追突防止制御機構は、直線部２Ａにおける搬送車１０・１０間の追突を防止する。第二の追突防止制御機構は、曲線部２Ｂにおける搬送車１０・１０間の追突を防止する。第三の追突防止制御機構は、分岐部２Ｃにおける搬送車１０・１０間の追突を防止する。第四の追突防止制御機構は、合流部２Ｄにおける搬送車１０・１０間の追突を防止する。
【００１２】
直線部２Ａにおける第一の追突防止制御機構について、図１、図２を用いて説明する。図２は搬送車１０に備える追突防止制御機構の構成要素を示す概略図である。
第一の追突防止制御機構は、搬送車１０側に備える各装置により構成される。搬送車１０には、搬送車１０の前方に光を照射可能な障害物検知センサ５・６・７と、搬送車１０の後面に設ける反射板８とが、備えられている。
【００１３】
搬送車１０には、図２に示すように、反射式光センサである遠距離用障害物検知センサ５と、中距離用障害物検知センサ６と、近距離用障害物検知センサ７とが設けられている。障害物検知センサ５・６・７は、それぞれ、搬送車１０の前方へ光を照射する発光器５ａ・６ａ・７ａと、前方からの光を受光する受光器５ｂ・６ｂ・７ｂとを備えている。
また、搬送車１０の後面には、発光器５ａ・６ａ・７ａから照射される光を反射する反射板８が設けられている。
【００１４】
障害物検知センサ５・６・７は、それぞれが備える受光器５ｂ・６ｂ・７ｂの受光性能が異なる点が相違する。発光器５ａ・６ａ・７ａの性能は同一である。遠距離用障害物検知センサ５に備える受光器５ｂは、他の受光器６ｂ・７ｂに比して、高感度に設定されている。中距離用障害物検知センサ６に備える受光器６ｂは、受光器７ｂより高感度かつ受光器５ｂより低感度に設定されている。近距離用障害物検知センサ７に備える受光器７ｂは、受光器５ｂ・６ｂに比して、低感度に設定されている。
つまり、受光器５ｂ・６ｂ・７ｂは、光検知となる検知閾値が相対的に低・中・高となるように設定されている。
【００１５】
以上構成により、直線部２Ａにおいて、遠距離用障害物検知センサ５は、障害物検知センサ６・７により検知し得ない（遠）距離の先行搬送車１０を、検知する。障害物検知センサ６は、遠距離用障害物検知センサ５では検知しながら、近距離用障害物検知センサ６では検知不能な（中）距離の先行搬送車１０を検知する。近距離用障害物検知センサ７は、障害物検知センサ５・６が検知状態にある（近）距離の先行搬送車１０を検知する。
【００１６】
図２に示すように、障害物検知センサ５・６・７は、搬送車１０に備える制御手段９に信号伝達可能に接続されており、各障害物検知センサ５・６・７の検知信号が制御手段９に送信される。また、制御手段９は、搬送車１０の走行駆動手段である駆動モータ１１と、信号伝達可能に接続されている。
【００１７】
制御手段９は、遠距離用障害物検知センサ５のみから検知信号が送信されるとき、自ら（搬送車１０Ａ）に先行する搬送車１０Ｂが「遠距離」に位置すると判定する。そして、駆動モータ１１の駆動を、「高速」から「中速」に切替えるように制御する。
また、制御手段９は、障害物検知センサ５・６から検知信号が送信されると、自らに先行する搬送車１０が「中距離」に位置すると判定する。そして、駆動モータ１１の駆動を、「中速」から「低速」に切替えるように制御する。
また、制御手段９は、障害物検知センサ５・６・７のすべてから検知信号が送信されると、自らに先行する搬送車１０が「近距離」に位置すると判定する。そして、駆動モータ１１の駆動を、「低速」から「停止」に切替えるように制御する。
以上において、「遠距離」「中距離」「近距離」および「高速」「中速」「低速」は、相対的な量であり、障害物検知センサ５・６・７の性能や駆動モータ１１の運用速度等に応じて、具体的な量が決定されるものである。
本明細書では、これらの用語を便宜的に使用する。
【００１８】
第一の追突防止制御機構の制御において、先行搬送車１０の検知等により一旦停止もしくは減速制御された搬送車１０も、先行搬送車１０の検知状態から外れると、走行開始もしくは増速を開始する。
【００１９】
曲線部２Ｂにおける第二の追突防止制御機構について、図１から図３を用いて説明する。図３は曲線部２Ｂを示す概略平面図である。
第二の追突防止制御機構は、走行路２（曲線部２Ｂ）側に設ける導線２１と、搬送車１０側に備える各装置とから構成される。搬送車１０には、磁界発生装置としての発電コイル１２と、電流検知装置としての受電コイル１３とが、備えられている。
なお、曲線部２Ｂでは、先行する搬送車１０Ｄが、自らの搬送車１０Ｃの走行方向上に位置しないため、発光器５ａ・６ａ・７ａから照射された光を受光器５ｂ・６ｂ・７ｂで適切に受光することができない。したがって、曲線部２Ｂにおいては、直線部２Ａ用である前記第一の追突防止制御機構が機能しない。
【００２０】
曲線部２Ｂには、図１、図３に示すように、導線２１・２１・・・が、走行路２の形成方向に沿って並設されている。導線２１は、閉ループ回路に形成されている。
一方、搬送車１０には、磁界発生装置としての発電コイル１２と、電流検知装置としての受電コイル１３とが、備えられている。
第二の追突防止制御機構においては、発電コイル１２と受電コイル１３との間における、閉ループの導線２１を介しての電磁的作用を利用して、先行搬送車１０の検知を行うようにしている。
この構成について、以下で具体的に説明する。
【００２１】
搬送車１０には、図２に示すように、搬送車１０の走行方向に対する左右一側（本実施例では左側）に、発電コイル１２が設けられている。また、搬送車１０には、前記一側に対する左右他側（本実施例では右側）に、受電コイル１３が設けられている。
一方、閉ループの導線２１は、図３に示すように、受電部２１ａと、発電部２１ｂと、受電部２１ａと発電部２１ｂとを接続する連結部２１ｃとから構成される。導線２１は、両端を接続した平行な導線で形成した閉ループであって、全体形状が平面視で、Ｓ字状の形状である。
導線２１は、曲線部２Ｂへの配置状態において、受電部２１ａが、発電コイル１２と（走行路２の形成方向に対する左右で）同側に設けられる。このため、搬送車１０の走行にしたがって、発電コイル１２と受電部２１ａとが、平面視重複する状態となりうる。
また、発電部２１ｂが、受電コイル１３と（走行路２の形成方向に対する左右で）同側に設けられる。このため、搬送車１０Ｃ・１０Ｄの走行にしたがって、受電コイル１３と発電部２１ｂとが、平面視重複する状態となりうる。
【００２２】
また、搬送車１０において、発電コイル１２と受電コイル１３とは、搬送車１０の走行方向に対して、受電コイル１３が前側、発電コイル１２が後側となるように配置される。
受電コイル１３を前側に配置することで、後側に配置する場合よりも、自ら（搬送車１０Ｃ）に対して、先行する他の搬送車１０Ｄを、より早く検知可能である。検知の具体的構成については、後述する。また、発電コイル１２を後側に配置することで、前側に配置する場合よりも、搬送車１０Ｄは、後行する他の搬送車１０Ｃに、より長く警告（磁界発生による被検知情報の提供）を与え続けることができる。
【００２３】
一方、導線２１においては、走行路２（曲線部２Ｂ）の形成方向に対し、受電部２１ａが前側、発電部２１ｂが後側となるように配置される。そして、受電部２１ａと発電部２１ｂとの前後位置が、先行する搬送車１０と後行する搬送車１０の前後位置と、対応するようにしている。
【００２４】
各コイル１２・１３の前後左右位置と、受電部２１ａ・発電部２１ｂの前後左右位置とにより、曲線部２Ｂを走行する搬送車１０Ｃ・１０Ｄと、導線２１との接近の様子（平面視重複の様子）は、次のようなものとなる。
搬送車１０Ｃ・１０Ｄの走行に伴い、まず、受電コイル１３が受電部２１ｂと重複状態となる。次に、受電コイル１３が連結部２１ｃを通過する（平面視重複した後外れて）。その次に、発電コイル１２が連結部２１ｃを通過して、発電コイル１２と発電部２１ａとが重複状態となる。
【００２５】
曲線部２Ｂにおいて、先行する搬送車１０Ｄと後行する搬送車１０Ｃとが接近すると、図３に示すように、両搬送車（先行車と後行車）１０Ｃ・１０Ｄが同時に、ある導線２１と平面視重複する位置となる状態が発生する。
より詳細には、先行する搬送車１０Ｄに備える発電コイル１２と、前記導線２１の受電部２１ａとが平面視重複する。また、後行する搬送車１０Ｃに備える受電コイル１３と、前記導線２１の発電部２１ｂとが平面視重複する。
【００２６】
発電コイル１２には、常時交流電流が流されており、発電コイル１２より磁界が発生している。そして、発電コイル１２と受電部２１ａとの重複状態では、導線２１は、自らの閉ループの内側で、発電コイル１２より発生する磁界の変化を受ける。そして、導線２１内に誘導電流が発生する。
該誘導電流により、導線２１の周囲には磁界が発生する。受電コイル１３と発電部２１ｂとの重複状態では、導線２１より発生する磁界の変化を受けて、受電コイル１３内に誘導電流が発生する。
以上のようにして、受電コイル１３内に誘導電流が発生し、該電流が検知された状態が、後行搬送車１０Ｃ側の受電コイル１３による、先行搬送車１０Ｄの検知状態である。
【００２７】
受電コイル１３は、前記制御手段９に信号伝達可能に接続されている。受電コイル１３に（誘導）電流が流れると、後行搬送車１０Ｃの制御手段９は、先行搬送車１０Ｄを、「近距離」で検知したと判断する。
このとき、制御手段９は、駆動モータ１１の駆動を「停止」に切替えるように制御して、搬送車１０Ｃを停止させる。
搬送車１０Ｃの停止により先行搬送車１０Ｄとの距離が離間して、再び先行搬送車１０Ｄの非検知状態となると、後行搬送車１０Ｃの制御手段９は、駆動モータ１１を、増速して走行を開始するように制御する。
【００２８】
以上の先行搬送車１０Ｄと後行搬送車１０Ｃとの間での電磁的作用は、両搬送車１０Ｃ・１０Ｄが同時に、一つの導線２１と重複した場合のみ、実効的に作用する。
両搬送車１０Ｃ・１０Ｄと同時には重複しない導線２１を介しての電磁的作用の影響は、両搬送車１０Ｃ・１０Ｄが同時に重複した導線２１を介しての電磁的作用と比較して微小であり、実効的に作用しない。
つまり、両搬送車１０Ｃ・１０Ｄが同時に、一つの導線２１と重複しない場合は、後行搬送車１０Ｃによる先行搬送車１０Ｄの検知は行われない。
【００２９】
分岐部２Ｃにおける第三の追突防止制御機構について、図１、図２、図４を用いて説明する。図４は分岐部２Ｃを示す概略平面図である。
第三の追突防止制御機構は、走行路２（分岐部２Ｃ）側に設ける導線２２と、搬送車１０側に備える各装置とから構成される。搬送車１０には、磁界発生装置としての発電コイル１２と、電流検知装置としての受電コイル１３とが、備えられている。
第三の追突防止制御機構は、第二の追突防止制御機構と、構成要素は同様であるが、分岐部２Ｃに進入する搬送車１０Ｅに対する停止制御の構成が相違している。
【００３０】
分岐部２Ｃには、一つの入口側経路と、二つの出口側経路とが設けられる。入口側経路は第一走行路３であり、出口側経路は第一走行路３および第二走行路４の二つである。
以下において、「入口側の第一走行路３」とは、分岐部２Ｃにおける入口側経路を指す。また、「出口側の第一走行路３」と「出口側の第二走行路４」とは、いずれも、分岐部２Ｃにおける出口側経路を指すものとする。
【００３１】
分岐部２Ｃには、図１、図４に示すように、導線２２が設けられている。導線２２は、導線２１と同様に、閉ループ回路に形成されている。
第三の追突防止制御機構においては、発電コイル１２と受電コイル１３との間における、閉ループの導線２２を介しての電磁的作用を利用して、後行搬送車１０Ｅにより、先行搬送車１０Ｆの検知を行うようにしている。
なお、図４では、図１に示す第二走行路４上の導線２１を省略している。
【００３２】
閉ループの導線２２は、図４に示すように、受電部２２ａと、発電部２２ｂと、受電部２２ａと発電部２２ｂとを接続する連結部２２ｃとから構成される。導線２１と同様の構成である。導線２２は、平面視で、略Ｓ字状の形状である。
【００３３】
導線２２は、分岐部２Ｃにおける入口側経路と出口側経路とが曲線を形成する部位に、配置される。図１、図４に示すように、分岐部２Ｃでは、第一走行路３と、バイパス経路である第二走行路４との接続部位に、曲線が形成されている。つまり導線２２は、入口側の第一走行路３と、出口側の第二走行路４とを接続するように配置される。
導線２２を分岐部２Ｃにおいて、曲線が形成される部位に配置することで、前記曲線部２Ｂへの対処（第二の追突防止制御機構）と同様の対処により、分岐部２Ｃにおける曲線部位での追突を防止できる。
また、入口側の第一走行路３と、出口側の第一走行路３との間での追突防止への対処は、直線部３Ａにおける対処であるので、前記第一の追突防止制御機構により行われる。前述したように、第一の追突防止制御機構は、搬送車１０に備える装置のみにより構成されるので、走行路２側には、導線２２のような設備を特に要しない。
【００３４】
受電部２２ａは、発電コイル１２と（走行路２の形成方向に対する左右で）同側に設けられる。このため、搬送車１０の走行にしたがって、発電コイル１２と受電部２２ａとが、平面視重複する状態となりうる（例えば搬送車１０Ｆ）。
また、発電部２２ｂは、受電コイル１３と（走行路２の形成方向に対する左右で）同側に設けられる。このため、搬送車１０の走行にしたがって、受電コイル１３と発電部２２ｂとが、平面視重複する状態となりうる（例えば搬送車１０Ｅ）。
【００３５】
以上において、導線２１が第一走行路３と第二走行路４とのいずれか一方側にのみ配置されるのに対し、導線２２は、第一走行路３と第二走行路４とにまたがる点が、導線２１と相違するが、他は同様の構成である。
導線２２を介しての発電コイル１２が受電コイル１３に及ぼす電磁的作用に関しても、導線２１を介しての電磁的作用の場合と同様である。したがって、導線２２を介する前記電磁的作用を利用して、分岐部２Ｃの入口側を走行する搬送車１０Ｅは、出口側の第二走行路４を走行する先行搬送車１０Ｆを検知可能である。
なお、この検知を可能とするには、第二の追突防止制御機構の説明で述べたように、先行搬送車１０Ｆと、後行する（被制御側の）搬送車１０Ｅとの双方が、同一の導線２２と平面視重複する位置にあることを要する。
【００３６】
分岐部２Ｃにおいて、障害物検知センサ５・６・７による検知（直線側）、もしくは、導線２２を介しての前記電磁的作用による検知（曲線側）によって、後行搬送車１０Ｅが先行搬送車１０Ｆ・１０Ｇを検知すると、後行搬送車１０Ｅの制御手段９は、駆動モータ１１の駆動を停止させる。そして、搬送車１０Ｅ・１０Ｆ間（又は搬送車１０Ｅ・１０Ｇ間）の追突を防止する。
第三の追突防止制御機構の制御においては、導線２２を介しての前記電磁的作用による検知に加えて、障害物検知センサ５・６・７による検知を併用している。
【００３７】
合流部２Ｄにおける第四の追突防止制御機構について、図１、図２、図５から図６を用いて説明する。
図５は合流部２Ｄを示す概略平面図であり、図６は合流部２Ｄでの停止制御のパターンを示す一覧図である。
【００３８】
第四の追突防止制御機構は、走行路２（合流部２Ｄ）側に設ける一対の導線２３・２４と、搬送車１０側に備える各装置とから構成される。搬送車１０には、磁界発生装置としての発電コイル１２と、電流検知装置としての受電コイル１３とが、備えられている。
第四の追突防止制御機構は、第二の追突防止制御機構（曲線部２Ｂでの対処機構）と、走行路２側に設ける導線２３・２４の形状を除いて、構成要素は同様である。また、合流部２Ｄに、第一走行路３および第二走行路４から進入する搬送車１０Ｈ・１０Ｊに対する停止制御の構成が、第二の追突防止制御機構と相違している。
なお、図５では、図１に示す第二走行路４上の導線２１を省略している。
【００３９】
合流部２Ｄには、二つの入口側経路と、一つの出口側経路とが設けられる。入口側経路は第一走行路３および第二走行路４の二つであり、出口側経路は第一走行路３である。
以下において、入口側の第一走行路３と入口側の第二走行路４とは、いずれも、合流部部２Ｄにおける入口側経路を指す。また、出口側の第一走行路３とは、分岐部２Ｃにおける出口側経路を指すものとする。
【００４０】
第四の追突防止制御機構による制御においては、次の二つの追突防止を図る。一つは、合流部２Ｄの入口側と出口側とにおける、先行・後行搬送車１０・１０間（搬送車１０Ｈ・１０Ｋ間もしくは搬送車１０Ｊ・１０Ｋ間）との追突防止である。もう一つは、合流部２Ｄの二つの入口側を並行する搬送車１０Ｈ・１０Ｊ間の追突防止である。
なお、合流部２Ｄにおいて、入口側の第一走行路３を走行する搬送車１０Ｈと、同じく入口側の第二走行路４を走行する搬送車１０Ｊとは、必ずしも並行状態とはならず、何れか一方が他方に先行する状態となることが多い。本明細書では説明の便宜上、二つの入口側のそれぞれを、異なる搬送車１０Ｈ・１０Ｊが同時に走行する場合、「並行する」と表現する。そして、以下においては、「並行する」場合と、前記入口側と出口側とにおける搬送車１０Ｈ・１０Ｋ（又は搬送車１０Ｊ・１０Ｋ）のように「先行・後行」する場合とを、区別する。
【００４１】
合流部２Ｄに設ける導線２３の形状について説明する。
導線２３は、図５に示すように、入口側の第二走行路４に配置される受電部２３ａと、入口側の第一走行路３に配置される発電部２３ｂとから構成される。導線２３の形状は、受電部２３ａと発電部２３ｂとより、略Ｖ字状に形成される。
【００４２】
合流部２Ｄに設ける導線２４の形状について説明する。
導線２４は、図５に示すように、入口側の第一走行路３に配置される第一受電部２４ａと、出口側の第一走行路３に配置される第二受電部２４ｃと、入口側の第二走行路４に配置される発電部２４ｂとから構成される。導線２４の形状はＴ字状であり、第一受電部２４ａと第二受電部２４ｃとから、前記Ｔ字の横軸が形成され、発電部２４ｂにより前記Ｔ字の縦軸が形成される。
詳しくは後述するが、第一受電部２４ａと第二受電部２４ｃとは、導線２４を介しての発電コイル１２から受電コイル１３への電磁的作用において、異なる場合に機能するものである。
【００４３】
合流部２Ｄにおける、互いに並行する搬送車１０Ｈ・１０Ｊ間での追突防止に関わる機構について説明する。
合流部２Ｄに向けて互いに並行する搬送車１０Ｈ・１０Ｊのうち、どちらを（停止制御の）被制御側とし、どちらを被検知側（停止制御を行わない側）としても良い。
なお、被制御側、被検知側というのは、例えば、合流部２Ｄに搬送車が同時に進入した場合に、両方の搬送車１０Ｈ・１０Ｊが停止しないようにするための制御に関するものである。
合流部２Ｄに先行して進入した搬送車１０Ｋがあることを、導線２３・２４を介して後行の搬送車１０Ｈ（１０Ｊ）が検知した場合には、後行の搬送車１０Ｈ（１０Ｊ）は停止するように制御される。つまり、搬送車１０Ｈ・１０Ｊはそれぞれ合流部２Ｄの入口に差し掛かったときに、導線２３・２４に電流が流れているか否かを受電コイル１３により検知する。その際に、電流を検知すれば、電流を検知しなくなるまで入口で停止し、電流を検知しなくなると、走行を開始して合流部２Ｄに進入する。合流部２Ｄの入口に差し掛かったときに電流を検知しなければ、そのまま走行して合流部２Ｄに進入する。
もし、合流部２Ｄに同時に搬送車１０Ｈと搬送車１０Ｊが同時に同時に進入したとする。その際には、導線の非敷設部分では、両方の搬送車１０Ｈ・１０Ｊは電流を検知しないために入口では停止せずに、合流部２Ｄに進入する。そして、第一走行路３を走行する搬送車１０Ｈは、第二走行路４を走行する搬送車１０Ｊに対して、優先して走行するものとした場合には、被検知側が搬送車１０Ｈ、停止等の被制御側が搬送車１０Ｊとなる。被検知側の搬送車１０Ｈは、被制御側の搬送車１０Ｊからの電流を、導線２３を介して検知しても無視して走行し続けるように制御される（停止制御されない）。一方、被制御側の搬送車１０Ｊは、被検知側の搬送車１０Ｈからの電流を、導線２３を介して検知すると停止するように制御される。
このように、搬送車１０Ｈ・１０Ｊを制御することで、合流部２Ｄに搬送車が同時に進入した場合であっても、両搬送車１０Ｈ・１０Ｊがそれぞれ相手の電流を検知して停止したままになったり、両搬送車１０Ｈ・１０Ｊが相手の電流を無視して衝突したりすることがない。
さらに、導線３を略Ｖ字状かつ導線２４を略Ｔ字状に形成することで、合流直後の位置に先行の搬送車１０Ｋが第一走行路３から走行している場合に、被制御側（第二走行路４側）の搬送車１０Ｊは導線２４に電流を検知するが、被検知側（第一走行路３側）の搬送車１０Ｈは、導線２３に電流を検知することなく、合流部２Ｄに進入することができるようになっている。この場合には、搬送車１０Ｈは、障害物検知センサ５・６・７により、先行の搬送車１０Ｋとの衝突を防止するようになっている。
以下に、これらのことを詳しく説明する。
【００４４】
ここではまず、第一走行路３を走行する搬送車１０Ｈを被制御側とした場合について説明する。
入口側の第二走行路４を走行する搬送車１０Ｊが被検知側で、入口側の第一走行路３を走行する搬送車１０Ｈが被制御側の場合、両搬送車１０Ｈ・１０Ｊ間に、検知を行うための電磁的作用が働くのは、導線２３を介して、である。
【００４５】
図２に示すように、搬送車１０の走行方向に対する左右で、発電コイル１２と受電コイル１３とが、それぞれ異なる側に備えられている。本実施例では、受電コイル１３が左側に、発電コイル１２が右側に配置される。
【００４６】
一方、導線２３は、図５に示すように、合流部２Ｄへの配置状態において、受電部２３ａが、入口側の第二走行路４に位置する搬送車１０Ｊの発電コイル１２と、（走行路２の形成方向に対する左右で）同側に設けられる。このため、搬送車１０Ｊの走行にしたがって、発電コイル１２と受電部２３ａとが、平面視重複する状態となりうる。
また、発電部２３ｂが、入口側の第一走行路３に位置する搬送車１０Ｈの受電コイル１３と（走行路２の形成方向に対する左右で）同側に設けられる。このため、搬送車１０Ｈの走行にしたがって、受電コイル１３と発電部２３ｂとが、平面視重複する状態となりうる。
【００４７】
また、図２に示すように、搬送車１０において、発電コイル１２と受電コイル１３とは、搬送車１０の走行方向に対して、受電コイル１３が前側、発電コイル１２が後側となるように配置される。
受電コイル１３を前側に配置することで、後側に配置する場合よりも、後行する搬送車１０Ｈ（又は搬送車１０Ｊ）に対して、先行する搬送車１０Ｋもしくは並行する搬送車１０Ｊ（又は搬送車１０Ｈ）を、より早く検知可能である。また、発電コイル１２を後側に配置することで、前側に配置する場合よりも、先行する搬送車１０Ｋは、後行もしくは並行する他の搬送車１０Ｈ・１０Ｊに、より長く警告（磁界発生による被検知情報の提供）を与え続けることができる。
【００４８】
前述したように、発電コイル１２には、常時交流電流が流されており、発電コイル１２より磁界が発生している。そして、発電コイル１２と受電部２３ａとの重複状態では、導線２１は、自らの閉ループの内側で、発電コイル１２より発生する磁界の変化を受ける。そして、導線２３内に誘導電流が発生する。
該誘導電流により、導線２３の周囲には磁界が発生する。受電コイル１３と発電部２３ｂとの重複状態では、導線２３より発生する磁界の変化を受けて、受電コイル１３内に誘導電流が発生する。
以上のようにして、受電コイル１３内に誘導電流が発生し、該電流が検知された状態が、被制御側の搬送車１０Ｈに搭載する受電コイル１３による、並行する（被検知側の）搬送車１０Ｊの検知状態である。
【００４９】
以上のようにして、合流部２Ｄで入口側の第一走行路３および第二走行路４を走行する搬送車１０Ｈ・１０Ｊの間に、電磁的作用が働く。
より具体的には、閉ループの導線２３を介して、第二走行路４側の搬送車１０Ｊ（被検知側の搬送車）の磁界発生装置（発電コイル１２）が、第一走行路３側の搬送車１０Ｈ（被制御側の搬送車）の電流検知装置（受電コイル１３）に電磁的に作用する。
【００５０】
搬送車１０には、前述したように（図２に図示）、受電コイル１３と信号伝達可能に接続される制御手段９が、設けられている。
そして、前記電磁的作用において、導線２３内に発生した誘導電流を、受電コイル１３が検知すると、制御手段９は、搬送車１０の駆動モータ１１の駆動を停止させる。
【００５１】
次に、第二走行路４を走行する搬送車１０Ｊを被制御側とした場合について説明する。
入口側の第一走行路３を走行する搬送車１０Ｈが被検知側で、入口側の第二走行路４を走行する搬送車１０Ｊが被制御側の場合、両搬送車１０Ｈ・１０Ｊ間に、検知を行うための電磁的作用が働くのは、導線２４を介して、である。
【００５２】
導線２４は、図５に示すように、合流部２Ｄへの配置状態において、第一受電部２４ａが、入口側の第一走行路３に位置する搬送車１０Ｈの発電コイル１２と、（走行路２の形成方向に対する左右で）同側に設けられる。このため、搬送車１０Ｈの走行にしたがって、発電コイル１２と第一受電部２４ａとが、平面視重複する状態となりうる。
また、発電部２４ｂが、入口側の第二走行路４に位置する搬送車１０Ｊの受電コイル１３と（走行路２の形成方向に対する左右で）同側に設けられる。このため、搬送車１０Ｊの走行にしたがって、受電コイル１３と発電部２４ｂとが、平面視重複する状態となりうる。
【００５３】
以上のようにして、合流部２Ｄで入口側の第一走行路３および第二走行路４を走行する搬送車１０Ｈ・１０Ｊの間に、電磁的作用が働く。
より具体的には、閉ループの導線２４を介して、第一走行路３側の搬送車１０Ｈ（被検知側の搬送車）の磁界発生装置（発電コイル１２）が、第二走行路４側の搬送車１０Ｊ（被制御側の搬送車）の電流検知装置（受電コイル１３）に電磁的に作用する。
【００５４】
搬送車１０には、前述したように（図２に図示）、受電コイル１３と信号伝達可能に接続される制御手段９が、設けられている。
そして、前記電磁的作用において、導線２３内に発生した誘導電流を、受電コイル１３が検知すると、制御手段９は、搬送車１０の駆動モータ１１の駆動を停止させる。
【００５５】
以上のように、搬送車１０に磁界発生装置（発電コイル１２）と電流検知装置（受電コイル１３）とを備えると共に、両走行路３・４にまたがる閉ループの導線２３・２４を一対、合流部２Ｄに設けることで、次の効果がある。
合流部２Ｄにおいて、第一走行路３および第二走行路４に同時に搬送車１０Ｈ・１０Ｊが進入した場合でも、各搬送車１０（例えば搬送車１０Ｊ）は、他の走行路の搬送車１０（例えば搬送車１０Ｈ）を検知し、停止することができる。
【００５６】
また、並行する搬送車１０の検知は、電磁誘導作用を利用して、導線２３・２４に流れる誘導電流の検知を行うことにより行っている。
このため、電流検知装置（受電コイル１３）の付近に、ノイズの発生源等が位置する場合でも、電流検知装置により誘導電流の有無検知さえできれば、他の搬送車の検知が可能である。つまり、検知のために、電流波形の判別等の制御が不要であり、ノイズによる攪乱を受けることがない。
【００５７】
また、前記において、合流部２Ｄに向けて互いに並行する搬送車１０Ｈ・１０Ｊのうち、どちらを（停止制御の）被制御側とし、どちらを被検知側（停止制御を行わない側）としても良いとしたが、実際には次のように制御される。
【００５８】
第一走行路３を走行する搬送車１０Ｈは、合流部に進入後、電流検知装置（受電コイル１３）で電流を検知しても無視するように、制御される。
つまり、第一走行路３を走行する搬送車１０Ｈは、合流部２Ｄにおいて、追突防止における停止制御の被制御側と、なることがない。
【００５９】
このため、第一走行路３と第二走行路４とから同時に、合流部２Ｄへ搬送車１０Ｈ・１０Ｊが進入した場合であっても、第一走行路３を走行する搬送車１０Ｈを優先して走行させることができる。したがって、両搬送車１０Ｈ・１０Ｊが互いに牽制しあうことでシステム全体が停止する不具合を、防止できる。
【００６０】
合流部２Ｄにおける、先行する搬送車１０Ｋと後行する搬送車１０Ｈ（又は搬送車１０Ｊ）との間での、追突防止に関わる機構について説明する。
合流部２Ｄで、先行する搬送車１０Ｋと後行する搬送車１０Ｈ（又は搬送車１０Ｊ）とが追突する場合は、次の二つである。一つの場合は、出口側の第一走行路３に搬送車１０Ｋが位置し、入口側の第一走行路３に搬送車１０Ｈが位置している場合である。もう一つの場合は、出口側の第一走行路３に搬送車１０Ｋが位置し、入口側の第二走行路４に搬送車１０Ｊが位置している場合である。
【００６１】
前記一つ目の場合、第一走行路３に沿って、入口側の搬送車１０Ｈと出口側の搬送車１０Ｋとが位置している場合は、直線部２Ａでの追突防止の対処法である前記第一の追突防止制御機構により、対処される。
つまり、先行搬送車１０Ｋと後行搬送車１０Ｈとが、同一直線上に位置しているので、前記障害物検知センサ５・６・７と前記反射板８とにより、後行搬送車１０Ｈは先行搬送車１０Ｋを検知可能である。
【００６２】
前記二つ目の場合、出口側の第一走行路３に搬送車１０Ｋが位置し、入口側の第二走行路４に搬送車１０Ｊが位置している場合は、曲線部２Ｂでの追突防止の対処法である前記第二の追突防止制御機構と同様にして、対処される。
第二の追突防止制御機構では、Ｓ字状とした導線２１を用いているが、第四の追突防止制御機構における先行・後行搬送車１０Ｋ・１０Ｊ間での追突防止対処では、前記導線２４を利用している。導線２４は、並行搬送車１０Ｈ・１０Ｊ間での追突防止対処のための構成要素であるが、先行・後行搬送車１０Ｋ・１０Ｊ間での追突防止対処のための構成要素に、兼用されている。
【００６３】
導線２４について、導線２１との比較で説明する。
導線２４は、受電部２１ａに相当する第二受電部２４ｃを備えている。第二受電部２４ｃは、出口側の第一走行路３に配置される。
また、導線２４は、発電部２１ｂに相当する発電部２４ｂを備えている。発電部２４ｂは入口側の第二走行路４に配置され、前記並行搬送車１０Ｈ・１０Ｊ間での追突防止対処の場合にも機能する。
【００６４】
以上のようにして、合流部２Ｄにおいて、先行・後行搬送車１０・１０が同一直線上に位置する場合（搬送車１０Ｋ・１０Ｈの場合）は、障害物検知センサ５・６・７により、先行搬送車１０Ｋが後行搬送車１０Ｈに検知される。
また、先行・後行搬送車１０・１０が同一直線上に位置しない場合（搬送車１０Ｋ・１０Ｊの場合）は、導線２４を介しての電磁的作用を利用して、先行搬送車１０Ｋが後行搬送車１０Ｊに検知される。
後行搬送車１０が先行搬送車１０を検知すると、後行搬送車１０の制御手段９は、駆動モータ１１の駆動を停止させる。そして、搬送車１０・１０間の追突を防止する。
【００６５】
本実施例では、導線２４を、曲線部２Ｂで利用するＳ字状の導線２１と、合流部２Ｄでの並行搬送車１０Ｈ・１０Ｊ間での追突防止に利用するＶ字状の導線２３とを、合わせた形状としている。導線２４の形状はＴ字状である。
以上のように、導線２４は、並行搬送車１０Ｈ・１０Ｊ間での追突防止と、曲線部２Ｂでの先行・後行搬送車１０Ｋ・１０Ｈ間（又は搬送車１０Ｋ・１０Ｊ間）での追突防止とに、利用されている。つまり、導線２４は、二つの役割を兼用するように構成されているので、導線２４に代えて、各役割毎に異なる導線（導線２１・２３等）を、走行路２（合流部２Ｄ）に別設してもよい。
【００６６】
合流部２Ｄでの追突防止のための停止制御のパターンを、図６に示している。
可能なパターンは四通り存在する。
なお、並行搬送車１０Ｈ・１０Ｊ間での牽制防止のため、入口側の第一走行路３の搬送車１０が被制御側で、入口側の第二走行路４の搬送車１０が被検知側である場合は、実際的な運用としては停止制御の対象から除かれる場合があり、図６中で括弧付で示している。
【００６７】
次に、前記導線２３・２４の走行路２に対する配置を、図７を用いて説明する。図７は合流部２Ｄにおける入り口側の第一走行路３と導線２３・２４との位置関係を示す斜視図である。
第一走行路３を含む走行路２は、本実施例においては、図７に示すように、一対のレール部材３４・３５と、両レール部材３４・３５を連結するつなぎ部材２５とを備えるものである。
【００６８】
つなぎ部材２５の両端部は、天井より垂下される吊り下げ部材３０により支持されており、レール材３５・３４等からなる走行路２の本体が、天井に支持されるようにしている。
吊り下げ部材３０は、天井面より直接垂下される第一支柱３１・３１と、つなぎ部材２５の両端部に立設される第二支柱３２・３２と、両支柱３１・３２の一対を連結する橋架材３３とを備えている。
【００６９】
走行路２の形成方向に沿って、左右の少なくとも一側に、一対の給電線１６・１６が設けられている。また、搬送車１０の車体フレーム１０ａには、搬送車１０の動力源となる受電装置６０が設けられている。受電装置６０には、断面視Ｅ字形状のコアと、該コアに巻回されるピックアップコイルとが設けられている。そして、給電線１６・１６より電磁誘導現象を利用して、受電装置６０に電力が供給されるようにしている。
【００７０】
給電線１６には、高周波の交流電流が流されており、磁界発生源（ノイズ発生源）である。また、給電線１６は、吊り下げ部材３０の第二支柱３２・３２間に、架設される。
【００７１】
図７に示す前記導線２３・２４は、吊り下げ部材３０の橋架材３３・３３間で、搬送車１０の上部の所定位置に配設された発電コイル１２及び受電コイル１３と対応する位置に、図示しないブラケット等の固定具を介して架設される。固定具は、例えば、断面がＵ字形状の樹脂などの弾性を有する部材で形成されており、その自由端には、それぞれ導線２３・２４を把持するための把持部が形成され、橋架材３３の下面に固定される。なお、前記導線２１・２２も同様に、吊り下げ部材３０の橋架材３３に取付けられるようになっている。また、搬送車１０に電力を供給するための給電線１６も、ブラケットを介して吊り下げ部材３０の橋架材３３に取付けられるようになっている。
【００７２】
このため、搬送車１０を、詳しくは後述するように側方又は下方に物品９を移載する構成とした場合に、物品９の移載経路に導線２３・３４（と導線２１・２２および給電線１６）が配置されておらず、移載作業の障害となることがない。
【００７３】
本実施例では、搬送車１０の車体フレーム１０ａには、図７に示すように、側方および下方に開口が形成されている。
車体フレーム１０ａ内には、物品９を把持するチャック機構を備えたホイスト１７と、ホイスト１７を側方に移動させて物品９を正確に移載するための不図示の移載装置とが搭載される。つまり、ホイスト１７の昇降に伴い、物品９は、レール３４・３５間を上下方向に移動するようになっている。そして、図７に示すように、物品９は車体フレーム１０ａ内に収納可能であり、搬送車１０は、物品９を搭載して走行可能である。
導線２１・２２・２３・３４を、移動装置１８の上方に設けることで、搬送車１０の移載作業の際に、導線２１・２２・２３・３４が障害となることが防止される。
【００７４】
【発明の効果】
請求項１記載の如く、
搬送車に磁界発生装置と電流検知装置とを備えると共に、第一走行路と第二走行路との合流部に、両走行路にまたがる閉ループの導線を一対設け、一方の導線を介して、第一走行路側の搬送車の磁界発生装置が第二走行路側の搬送車の電流検知装置に電磁的に作用し、他方の導線を介して、第二走行路側の搬送車の磁界発生装置が第一走行路側の搬送車の電流検知装置に電磁的に作用し、搬送車は、他の搬送車の磁界発生装置により導線内に発生した電流を電流検知装置により検知すると、停止するので、合流部において、第一走行路および第二走行路に同時にそれぞれ搬送車が進入した場合でも、他の走行路の搬送車を検知し、停止することができる。
また、電流検知装置の付近に、例えば、非接触給電のための給電線といったノイズの発生源等が位置する場合でも、電流検知装置により誘導電流の有無検知さえできれば、他の搬送車の検知が可能である。つまり、検知のために、電流波形の判別等の制御が不要であり、ノイズによる攪乱を受けることがない。
【００７５】
請求項２記載の如く、前記搬送車は、合流部に進入した直後に、合流部に敷設されている導線内に、他の搬送車の磁界発生装置により発生した電流を自車の電流検知装置により検知すれば停止し、合流部に進入した直後に、導線内に他の搬送車の磁界発生装置により発生した電流を検知しなければ、合流部を走行し続け、合流部を走行し続けている際に、その搬送車が、第一走行路を走行する搬送車であれば、走行中に導線内に他の搬送車の磁界発生装置により発生した電流を自車の電流検知装置により検知しても無視し、第二走行路を走行する搬送車であれば、走行中に導線内の他の搬送車の磁界発生装置により発生した電流を自車の電流検知装置により検知すると停止するので、このため、第一走行路と第二走行路とから同時に、合流部へ搬送車が進入した場合であっても、第一走行路を走行する搬送車を優先して走行させることができる。したがって、両搬送車が互いに牽制しあうことでシステム全体が停止する不具合を、防止できる。
【００７６】
請求項３記載の如く、搬送車の上部に磁界発生装置および電流検知装置が設けられ、それに対応する位置に、導線が配設されるので、搬送車を側方又は下方に物品を移載可能とする構成とした場合に、移載の際に前記導線が、物品の移動経路に配置されないため、移載作業の障害となることがない。
【図面の簡単な説明】
【図１】追突防止制御機構を備えた無人搬送車システムを示す概略構成図である。
【図２】搬送車１０に備える追突防止制御機構の構成要素を示す概略図である。
【図３】曲線部２Ｂを示す概略平面図である。
【図４】分岐部２Ｃを示す概略平面図である。
【図５】合流部２Ｄを示す概略平面図である。
【図６】合流部２Ｄでの停止制御のパターンを示す一覧図である。
【図７】合流部２Ｄにおける入り口側の第一走行路３と導線２３・２４との位置関係を示す斜視図である。
【符号の説明】
２　走行路
２Ｄ　合流部
３　第一走行路
４　第二走行路
１０　搬送車
１２　発電コイル（磁界発生装置）
１３　受電コイル（電流検知装置）
２３・２４　導線（合流部２Ｄに設ける閉ループの導線）[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an automatic guided vehicle system including an automatic guided vehicle and a traveling path on which the automatic guided vehicle travels, and particularly to a rear-end collision prevention control mechanism at a junction of a traveling path having a bypass.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there has been known an unmanned guided vehicle system including a control mechanism for preventing a collision between a preceding guided vehicle and a following guided vehicle at a junction of a traveling path having a bypass path. The traveling path includes a first traveling path that is a main road and a second traveling path that is a bypass path, and a junction and a junction are formed at a connecting portion between the two traveling paths.
[0003]
[Problems to be solved by the invention]
In a conventional rear-end collision prevention control mechanism that stops the preceding transport vehicle by regarding the relative relationship between the transport vehicles as leading and trailing, the first traveling path (main path) and the second traveling path (bypass) are directed toward the junction. If the carrier enters at the same time from both the road and the road, a problem occurs. That is, it is not possible to distinguish between the preceding vehicle and the following vehicle in both carriers, and a rear-end collision may occur.
Further, in such control, when the detection is performed by distinguishing each carrier by the communication line provided at the junction, noise generation such as a non-contact power supply line through which a high-frequency current flows is performed on the traveling path. If the source exists, there is a possibility that another carrier may be erroneously detected due to noise.
Therefore, the present invention enables the merging control using means having high resistance to the noise source even when the carrier enters the vehicle from the first traveling path and the second traveling path at the same time toward the junction. Provide an automated guided vehicle system.
[0004]
[Means for Solving the Problems]
The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.
That is, in claim 1, while the transport vehicle is provided with a magnetic field generating device and a current detecting device, at the junction of the first traveling path and the second traveling path, a pair of closed-loop conducting wires extending over both traveling paths are provided,
Via one of the conductors, the magnetic field generator of the transport vehicle on the first travel road side electromagnetically acts on the current detection device of the transport vehicle on the second travel road side,
Via the other conductor, the magnetic field generating device of the carrier on the second traveling road side electromagnetically acts on the current detection device of the carrier on the first traveling road side,
The carrier stops when the current detector detects a current generated in the conductor by the magnetic field generator of another carrier.
[0005]
According to claim 2, the transport vehicle immediately detects the current generated by the magnetic field generator of another transport vehicle in the conductor laid at the junction immediately after entering the junction. If it detects, it stops, and immediately after entering the junction, if it does not detect the current generated by the magnetic field generator of another carrier in the conductor, it continues to travel at the junction and continues to travel at the junction. At that time, the carrier
If the carrier is traveling on the first travel path, ignores the current generated by the magnetic field generator of the other carrier in the lead wire during traveling even if it is detected by the current detector of the own vehicle,
If the carrier is traveling on the second travel path, the vehicle stops when the current detection device of the own vehicle detects the current generated by the magnetic field generator of another carrier in the conductor during traveling.
[0006]
According to a third aspect of the present invention, the magnetic field generator and the current detector are provided above the carrier, and the conductor is provided at a position corresponding thereto.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
An automatic guided vehicle system according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram showing an automatic guided vehicle system provided with a rear-end collision prevention control mechanism.
As shown in FIG. 1, the automatic guided vehicle system includes a traveling path 2 and unmanned guided vehicles (hereinafter referred to as “transported vehicles”) 10 that run on the traveling path 2. The traveling path 2 includes a first traveling path 3 formed in a loop shape and a second traveling path 4 provided as a bypass on the first traveling path 3.
In FIG. 1, the straight section of the traveling path 2 is 2A, and the curved section is 2B.
[0008]
Also, in FIG. 1, the transport vehicles 10 located (running or stopped) at each part of the travel path 2 are distinguished by the reference symbols such as the transport vehicles 10A, 10B,. For convenience of explanation, only different reference numerals are given to the respective transport vehicles 10. There is no functional difference between the transport vehicles, and they are merely distinguished according to the position of each transport vehicle 10 at a certain time.
[0009]
The traveling direction of the transport vehicle 10 with respect to the traveling path 2 is assumed to be constant (irreversible) and to be counterclockwise in FIG. Therefore, a contact point between the second traveling path 4 and the first traveling path 3 which are bypass paths is a branching portion and a merging portion from the upstream side in the traveling direction. In FIG. 1, the branch part is 2C and the junction part is 2D.
The transport vehicle 10E that enters the branching section 2C travels by selecting one of the first travel path 3 and the second travel path 4. Further, the transport vehicles 10, 10 entering the junction 2D, that is, the transport vehicle 10H on the first travel path 3 side and the transport vehicle 10J on the second travel path 4 both travel to the first travel path 3.
[0010]
Hereinafter, the direction of the transport vehicle 10 is defined with reference to the traveling direction of the transport vehicle 10, and the direction of the travel path 2 is defined with reference to the direction in which the travel path 2 is formed.
Note that the transport vehicle 10 travels along the direction in which the travel path 2 is formed. Therefore, the traveling direction of the transport vehicle 10 and the traveling path 2 of the portion where the transport vehicle 10 is traveling (the portion immediately below) point in the same direction.
[0011]
The automatic guided vehicle system includes a rear-end collision prevention control mechanism corresponding to each part of the traveling path 2. The rear-end collision prevention control mechanism is a control mechanism for preventing rear-end collision between the transport vehicles 10.
The first rear-end collision prevention control mechanism prevents a rear-end collision between the transport vehicles 10 in the linear portion 2A. The second rear-end collision prevention control mechanism prevents rear-end collision between the vehicles 10 at the curved portion 2B. The third rear-end collision prevention control mechanism prevents rear-end collision between the vehicles 10 at the branching section 2C. The fourth rear-end collision prevention control mechanism prevents rear-end collision between the transport vehicles 10 at the junction 2D.
[0012]
The first rear-end collision prevention control mechanism in the linear portion 2A will be described with reference to FIGS. FIG. 2 is a schematic diagram showing components of the rear-end collision prevention control mechanism provided in the transport vehicle 10.
The first rear-end collision prevention control mechanism is configured by devices provided on the transport vehicle 10 side. The transport vehicle 10 is provided with obstacle detection sensors 5, 6 and 7 that can irradiate light in front of the transport vehicle 10, and a reflector 8 provided on the rear surface of the transport vehicle 10.
[0013]
As shown in FIG. 2, the transport vehicle 10 includes a long-distance obstacle detection sensor 5, a medium-distance obstacle detection sensor 6, and a short-distance obstacle detection sensor 7, which are reflection-type optical sensors. Have been. Each of the obstacle detection sensors 5, 6, 7 includes a light emitter 5a, 6a, 7a for irradiating light to the front of the transport vehicle 10, and a light receiver 5b, 6b, 7b for receiving light from the front. I have.
In addition, a reflection plate 8 that reflects light emitted from the light emitters 5a, 6a, and 7a is provided on the rear surface of the transport vehicle 10.
[0014]
The obstacle detection sensors 5, 6, 7 are different in that the light receiving performances of the light receivers 5b, 6b, 7b included therein are different. The performance of the light emitters 5a, 6a, 7a is the same. The light receiver 5b provided in the long distance obstacle detection sensor 5 is set to have higher sensitivity than the other light receivers 6b and 7b. The light receiver 6b provided in the middle distance obstacle detection sensor 6 is set to have higher sensitivity than the light receiver 7b and lower sensitivity than the light receiver 5b. The light receiver 7b provided in the short-range obstacle detection sensor 7 is set to have lower sensitivity than the light receivers 5b and 6b.
That is, the photodetectors 5b, 6b, and 7b are set such that the detection thresholds for light detection are relatively low, medium, and high.
[0015]
With the configuration described above, in the straight section 2A, the long-range obstacle detection sensor 5 detects the preceding transport vehicle 10 at a (far) distance that cannot be detected by the obstacle detection sensors 6 and 7. The obstacle detection sensor 6 detects the preceding carrier 10 at a (medium) distance that cannot be detected by the short-range obstacle detection sensor 6 while detecting by the long-range obstacle detection sensor 5. The short-range obstacle detection sensor 7 detects the preceding carrier 10 at a (near) distance where the obstacle detection sensors 5 and 6 are in the detection state.
[0016]
As shown in FIG. 2, the obstacle detection sensors 5, 6 and 7 are connected to a control means 9 provided in the carrier 10 so as to be able to transmit signals, and the detection signals of the obstacle detection sensors 5, 6 and 7 are transmitted. It is transmitted to the control means 9. Further, the control means 9 is connected to a drive motor 11 which is a driving means for driving the carrier 10 so as to be able to transmit signals.
[0017]
When the detection signal is transmitted only from the long-distance obstacle detection sensor 5, the control unit 9 determines that the carrier 10B preceding the subject (the carrier 10A) is located at "far distance". Then, the drive of the drive motor 11 is controlled to be switched from “high speed” to “medium speed”.
Further, when the detection signals are transmitted from the obstacle detection sensors 5 and 6, the control means 9 determines that the transport vehicle 10 preceding itself is located at the "medium distance". Then, the drive of the drive motor 11 is controlled to be switched from “medium speed” to “low speed”.
Further, when the detection signals are transmitted from all of the obstacle detection sensors 5, 6, and 7, the control means 9 determines that the transport vehicle 10 ahead of the control means 9 is located at "close distance". Then, control is performed such that the drive of the drive motor 11 is switched from “low speed” to “stop”.
In the above, “long distance”, “medium distance”, “short distance” and “high speed” “medium speed” “low speed” are relative amounts, and the performance of the obstacle detection sensors 5, 6, 7 and the drive motor 11 The specific amount is determined according to the operation speed of the system.
In this specification, these terms are used for convenience.
[0018]
In the control of the first rear-end collision prevention control mechanism, the transport vehicle 10 that has been once stopped or decelerated by detection of the preceding transport vehicle 10 also starts running or increasing speed when it is out of the detection state of the preceding transport vehicle 10. .
[0019]
The second rear-end collision prevention control mechanism in the curved portion 2B will be described with reference to FIGS. FIG. 3 is a schematic plan view showing the curved portion 2B.
The second rear-end collision prevention control mechanism includes a conductor 21 provided on the traveling path 2 (curved portion 2B) side and devices provided on the carrier 10 side. The carrier 10 is provided with a power generating coil 12 as a magnetic field generator and a power receiving coil 13 as a current detector.
In the curved portion 2B, the preceding carrier 10D is not located in the traveling direction of its own carrier 10C, so that the light emitted from the light emitters 5a, 6a, 7a is appropriately reflected by the light receivers 5b, 6b, 7b. Cannot receive light. Therefore, in the curved portion 2B, the first rear-end collision prevention control mechanism for the straight portion 2A does not function.
[0020]
As shown in FIGS. 1 and 3, conducting wires 21, 21... Are arranged in the curved portion 2 </ b> B along the direction in which the traveling path 2 is formed. The conductor 21 is formed in a closed loop circuit.
On the other hand, the carrier 10 is provided with a power generation coil 12 as a magnetic field generator and a power receiving coil 13 as a current detector.
In the second rear-end collision prevention control mechanism, the preceding carrier 10 is detected by utilizing an electromagnetic action between the power generation coil 12 and the power reception coil 13 via the closed-loop conductor 21. .
This configuration will be specifically described below.
[0021]
As shown in FIG. 2, the transport vehicle 10 is provided with a power generation coil 12 on one side of the traveling direction of the transport vehicle 10 (left side in this embodiment). Further, the vehicle 10 is provided with a power receiving coil 13 on the left and right sides (the right side in this embodiment) with respect to the one side.
On the other hand, as shown in FIG. 3, the closed-loop conductor 21 includes a power receiving unit 21a, a power generating unit 21b, and a connecting unit 21c that connects the power receiving unit 21a and the power generating unit 21b. The conductor 21 is a closed loop formed of parallel conductors connected at both ends, and has an S-shaped overall shape in plan view.
In the state where the conductive wire 21 is arranged on the curved portion 2B, the power receiving portion 21a is provided on the same side as the power generation coil 12 (on the left and right sides with respect to the direction in which the traveling path 2 is formed). Therefore, as the transport vehicle 10 travels, the power generation coil 12 and the power receiving unit 21a may be in a state of overlapping in a plan view.
Further, the power generation unit 21b is provided on the same side as the power receiving coil 13 (on the left and right with respect to the direction in which the traveling path 2 is formed). Therefore, as the transport vehicles 10C and 10D travel, the power receiving coil 13 and the power generation unit 21b may be in a state of overlapping in a plan view.
[0022]
Further, in the transport vehicle 10, the power generation coil 12 and the power reception coil 13 are arranged such that the power reception coil 13 is on the front side and the power generation coil 12 is on the rear side with respect to the traveling direction of the transport vehicle 10.
By arranging the power receiving coil 13 on the front side, it is possible to detect the preceding vehicle 10D with respect to itself (the vehicle 10C) earlier than the case where the power receiving coil 13 is arranged on the rear side. The specific configuration of the detection will be described later. Further, by disposing the power generation coil 12 on the rear side, the carrier 10D warns the following carrier 10C for a longer time (providing detected information by magnetic field generation) than when the generator coil 12 is arranged on the front side. Can continue to give.
[0023]
On the other hand, the conductor 21 is arranged such that the power receiving unit 21a is on the front side and the power generation unit 21b is on the rear side with respect to the direction in which the traveling path 2 (curved portion 2B) is formed. The front and rear positions of the power receiving unit 21a and the power generation unit 21b correspond to the front and rear positions of the preceding vehicle 10 and the following vehicle 10 respectively.
[0024]
Depending on the front and rear left and right positions of the coils 12 and 13 and the front and rear right and left positions of the power receiving unit 21a and the power generation unit 21b, the approach of the transport vehicles 10C and 10D traveling on the curved portion 2B and the conductor 21 (overlapping in plan view). State) is as follows.
As the transport vehicles 10C and 10D travel, first, the power receiving coil 13 overlaps with the power receiving unit 21b. Next, the power receiving coil 13 passes through the connecting portion 21c (disengages after overlapping in plan view). Next, the power generation coil 12 passes through the connecting part 21c, and the power generation coil 12 and the power generation part 21a are in an overlapping state.
[0025]
When the preceding transport vehicle 10D and the following transport vehicle 10C approach each other at the curved portion 2B, as shown in FIG. 3, both the transport vehicles (preceding vehicle and following vehicle) 10C and 10D are simultaneously connected to a certain conductor 21 and a plane. A state occurs in which the positions overlap.
More specifically, the power generation coil 12 provided in the preceding vehicle 10 </ b> D and the power receiving unit 21 a of the conductor 21 overlap in plan view. In addition, the power receiving coil 13 provided in the succeeding carrier 10 </ b> C and the power generation unit 21 b of the conductor 21 overlap in plan view.
[0026]
An alternating current is constantly flowing through the power generation coil 12, and a magnetic field is generated from the power generation coil 12. In a state where the power generation coil 12 and the power receiving unit 21a overlap each other, the conductor 21 receives a change in the magnetic field generated from the power generation coil 12 inside its own closed loop. Then, an induced current is generated in the conductive wire 21.
Due to the induced current, a magnetic field is generated around the conductor 21. In the overlapping state of the power receiving coil 13 and the power generation unit 21b, an induced current is generated in the power receiving coil 13 in response to a change in the magnetic field generated from the conductive wire 21.
As described above, a state in which the induced current is generated in the power receiving coil 13 and the current is detected is a state in which the power receiving coil 13 on the side of the subsequent carrier 10C detects the preceding transport vehicle 10D.
[0027]
The power receiving coil 13 is connected to the control means 9 so that a signal can be transmitted. When an (induction) current flows through the power receiving coil 13, the control means 9 of the succeeding carrier 10C determines that the preceding carrier 10D has been detected at "near distance".
At this time, the control unit 9 controls the drive of the drive motor 11 to be switched to “stop”, and stops the carrier 10C.
When the distance to the preceding carrier 10D is increased by the stop of the carrier 10C and the non-detection state of the preceding carrier 10D is returned, the control means 9 of the following carrier 10C increases the speed of the drive motor 11 to increase the speed. Control to start running.
[0028]
The electromagnetic action between the preceding transport vehicle 10D and the succeeding transport vehicle 10C is effective only when both the transport vehicles 10C and 10D are simultaneously overlapped with one conductor 21.
The effect of the electromagnetic action via the conducting wire 21 that does not overlap with the two carriers 10C and 10D at the same time is small compared to the electromagnetic action via the conducting wire 21 where both the carriers 10C and 10D overlap at the same time. Does not work effectively.
In other words, when the two carriers 10C and 10D do not overlap with one conductor 21 at the same time, the preceding carrier 10D is not detected by the succeeding carrier 10C.
[0029]
The third rear-end collision prevention control mechanism in the branching section 2C will be described with reference to FIGS. 1, 2, and 4. FIG. FIG. 4 is a schematic plan view showing the branch portion 2C.
The third rear-end collision prevention control mechanism includes a conductive wire 22 provided on the traveling path 2 (branch 2C) side and devices provided on the carrier 10 side. The carrier 10 is provided with a power generating coil 12 as a magnetic field generator and a power receiving coil 13 as a current detector.
The third rear-end collision prevention control mechanism has the same components as the second rear-end collision prevention control mechanism, but differs in the configuration of the stop control for the transport vehicle 10E entering the branching section 2C.
[0030]
The branch part 2C is provided with one entrance-side path and two exit-side paths. The entrance route is the first travel route 3, and the exit route is the first travel route 3 and the second travel route 4.
In the following, the “first traveling path 3 on the entrance side” refers to the entrance-side path in the branching section 2C. In addition, the “first traveling path 3 on the exit side” and the “second traveling path 4 on the exit side” both refer to the exit side path in the branching section 2C.
[0031]
As shown in FIGS. 1 and 4, a conductive wire 22 is provided in the branch portion 2C. The conductor 22 is formed in a closed loop circuit similarly to the conductor 21.
In the third rear-end collision prevention control mechanism, by using the electromagnetic action between the power generation coil 12 and the power reception coil 13 via the closed-loop conductor 22, the following conveyance vehicle 10 </ b> E Detection is performed.
In FIG. 4, the conductor 21 on the second traveling path 4 shown in FIG. 1 is omitted.
[0032]
As shown in FIG. 4, the closed-loop conducting wire 22 includes a power receiving unit 22a, a power generating unit 22b, and a connecting unit 22c that connects the power receiving unit 22a and the power generating unit 22b. The configuration is the same as that of the conductor 21. The conductor 22 has a substantially S-shape in plan view.
[0033]
The conducting wire 22 is disposed at a portion of the branching section 2C where the entrance side path and the exit side path form a curve. As shown in FIGS. 1 and 4, in the branch portion 2C, a curve is formed at a connecting portion between the first traveling path 3 and the second traveling path 4 which is a bypass path. That is, the conducting wire 22 is arranged so as to connect the first traveling path 3 on the entrance side and the second traveling path 4 on the exit side.
By arranging the conducting wire 22 in the portion where the curve is formed in the branch portion 2C, the same measure as that for the curved portion 2B (the second rear-end collision prevention control mechanism) can be used. Rear-end collision can be prevented.
In addition, since the countermeasure to the rear-end collision between the first traveling path 3 on the entrance side and the first traveling path 3 on the exit side is a countermeasure in the straight section 3A, the first rear-end collision prevention control mechanism is used. Done. As described above, since the first rear-end collision prevention control mechanism is constituted only by the devices provided in the transport vehicle 10, equipment such as the conductor 22 is not particularly required on the traveling path 2 side.
[0034]
The power receiving unit 22a is provided on the same side as the power generation coil 12 (on the left and right with respect to the direction in which the traveling path 2 is formed). Therefore, as the transport vehicle 10 travels, the power generation coil 12 and the power receiving unit 22a may be in a state of overlapping in a plan view (for example, the transport vehicle 10F).
The power generation unit 22b is provided on the same side as the power receiving coil 13 (on the left and right sides with respect to the direction in which the traveling path 2 is formed). Therefore, as the transport vehicle 10 travels, the power receiving coil 13 and the power generation unit 22b may be in a state of overlapping in a plan view (for example, the transport vehicle 10E).
[0035]
In the above description, the conductor 21 is disposed on only one of the first traveling path 3 and the second traveling path 4, whereas the conductor 22 extends over the first traveling path 3 and the second traveling path 4. Although the point is different from that of the conductive wire 21, the other configuration is the same.
The electromagnetic action of the power generation coil 12 via the conducting wire 22 on the power receiving coil 13 is the same as the case of the electromagnetic action via the conducting wire 21. Therefore, the transport vehicle 10E traveling on the entrance side of the branch portion 2C can detect the preceding transport vehicle 10F traveling on the second traveling path 4 on the exit side by using the electromagnetic action via the conducting wire 22.
In order to enable this detection, as described in the description of the second rear-end collision prevention control mechanism, both the preceding transport vehicle 10F and the following (controlled side) transport vehicle 10E are the same. In a position overlapping with the conductive wire 22 in plan view.
[0036]
In the branching section 2C, the following transport vehicle 10E is moved forward by the detection by the obstacle detection sensors 5.6.7 (on the straight side) or by the electromagnetic action via the conducting wire 22 (on the curved side). When detecting 10F / 10G, the control means 9 of the trailing conveyance vehicle 10E stops driving of the drive motor 11. Then, rear-end collision between the transport vehicles 10E and 10F (or between the transport vehicles 10E and 10G) is prevented.
In the control of the third rear-end collision prevention control mechanism, the detection by the obstacle detection sensors 5, 6, 7 is used in addition to the detection by the electromagnetic action via the conducting wire 22.
[0037]
The fourth rear-end collision prevention control mechanism in the merging section 2D will be described with reference to FIGS. 1, 2, and 5 to 6. FIG.
FIG. 5 is a schematic plan view showing the merging section 2D, and FIG. 6 is a list showing a stop control pattern in the merging section 2D.
[0038]
The fourth rear-end collision prevention control mechanism includes a pair of conductive wires 23 and 24 provided on the traveling path 2 (the junction 2D) side and devices provided on the carrier 10 side. The carrier 10 is provided with a power generating coil 12 as a magnetic field generator and a power receiving coil 13 as a current detector.
The components of the fourth rear-end collision prevention control mechanism are the same as those of the second rear-end collision prevention control mechanism (the coping mechanism at the curved portion 2B), except for the shapes of the conductive wires 23 and 24 provided on the traveling path 2 side. Further, the configuration of the stop control for the transport vehicles 10H and 10J entering the junction 2D from the first travel path 3 and the second travel path 4 is different from that of the second rear-end collision prevention control mechanism.
In FIG. 5, the conductor 21 on the second traveling path 4 shown in FIG. 1 is omitted.
[0039]
The junction 2D is provided with two entrance-side paths and one exit-side path. The entrance-side route is the first traveling route 3 and the second traveling route 4, and the exit-side route is the first traveling route 3.
Hereinafter, both the first traveling path 3 on the entrance side and the second traveling path 4 on the entrance side refer to the entrance-side path in the junction 2D. In addition, the first traveling path 3 on the exit side indicates an exit side path in the branching section 2C.
[0040]
In the control by the fourth rear-end collision prevention control mechanism, the following two rear-end collision preventions are attempted. One is to prevent rear-end collision between the preceding and succeeding transport vehicles 10 (between the transport vehicles 10H and 10K or between the transport vehicles 10J and 10K) at the entrance side and the exit side of the junction 2D. The other is to prevent rear-end collision between the transport vehicles 10H and 10J that are parallel to the two entrance sides of the junction 2D.
In the merging section 2D, the transport vehicle 10H traveling on the first traveling path 3 on the entrance side and the transport vehicle 10J traveling on the second traveling path 4 on the entrance side are not necessarily in a parallel state. Often, one or the other precedes the other. In the present specification, for the sake of convenience of description, when two different transport vehicles 10H and 10J run at the same time, the two entrance sides are expressed as "parallel". In the following, a distinction is made between the case of "parallel" and the case of "preceding and following" as in the case of the transport vehicles 10H and 10K (or the transport vehicles 10J and 10K) at the entrance side and the exit side. .
[0041]
The shape of the conductor 23 provided in the junction 2D will be described.
As shown in FIG. 5, the conducting wire 23 includes a power receiving unit 23 a disposed on the second traveling path 4 on the entrance side and a power generation unit 23 b disposed on the first traveling path 3 on the entrance side. The shape of the conductive wire 23 is substantially V-shaped by the power receiving unit 23a and the power generating unit 23b.
[0042]
The shape of the conductive wire 24 provided in the junction 2D will be described.
As shown in FIG. 5, the conducting wire 24 includes a first power receiving unit 24a disposed on the first traveling path 3 on the entrance side, a second power receiving unit 24c disposed on the first traveling path 3 on the exit side, and an entrance. And a power generation unit 24b disposed on the second traveling path 4 on the side of the vehicle. The shape of the conductive wire 24 is T-shaped, and the horizontal axis of the T is formed by the first power receiving unit 24a and the second power receiving unit 24c, and the vertical axis of the T is formed by the power generating unit 24b.
As will be described in detail later, the first power receiving unit 24a and the second power receiving unit 24c function when they differ in the electromagnetic action from the power generation coil 12 to the power reception coil 13 via the conductor 24.
[0043]
A mechanism for preventing rear-end collision between the transport vehicles 10H and 10J in parallel at the junction 2D will be described.
Of the transport vehicles 10H and 10J that are parallel to each other toward the junction 2D, which one may be the controlled side (for stop control) and which one is the detected side (the side on which stop control is not performed).
Note that the controlled side and the detected side relate to control for preventing both of the transport vehicles 10H and 10J from stopping when, for example, the transport vehicles enter the junction 2D at the same time.
When the succeeding carrier 10H (10J) detects via the conductors 23 and 24 that the carrier 10K has entered ahead of the junction 2D, the succeeding carrier 10H (10J) It is controlled to stop. That is, when the vehicles 10H and 10J approach the entrance of the junction 2D, respectively, the power receiving coil 13 detects whether or not current is flowing through the conductors 23 and 24. At this time, if the current is detected, the vehicle stops at the entrance until the current is no longer detected. If the current is no longer detected, the vehicle starts traveling and enters the junction 2D. If no current is detected when approaching the entrance of the junction 2D, the vehicle travels as it is and enters the junction 2D.
It is assumed that the transport vehicle 10H and the transport vehicle 10J enter the junction 2D at the same time. At that time, in the non-laying portion of the conductor, the two carriers 10H and 10J do not stop at the entrance because they do not detect the current, and enter the junction 2D. When the transport vehicle 10H traveling on the first travel path 3 travels preferentially with respect to the transport vehicle 10J traveling on the second travel path 4, the detected side is the transport vehicle 10H and the stop is stopped. And the controlled side is the transport vehicle 10J. The vehicle 10H on the detected side is controlled so as to continue traveling even if the current from the vehicle 10J on the controlled side is detected via the conducting wire 23 (the stop control is not performed). On the other hand, the controlled transport vehicle 10 </ b> J is controlled to stop when the current from the detected transport vehicle 10 </ b> H is detected via the conducting wire 23.
As described above, by controlling the transport vehicles 10H and 10J, even when the transport vehicles enter the junction 2D at the same time, both the transport vehicles 10H and 10J detect the currents of the respective opponents, and remain stopped. And the two vehicles 10H and 10J do not collide with each other ignoring the current of the other vehicle.
Further, by forming the conducting wire 3 into a substantially V shape and the conducting wire 24 into a substantially T shape, when the preceding carrier 10K is traveling from the first traveling path 3 at a position immediately after the merging, the controlled side The carrier 10J on the (second traveling path 4 side) detects the current in the conductor 24, but the carrier 10H on the detected side (the first traveling path 3 side) joins the conductor 23 without detecting the current. It is possible to enter the section 2D. In this case, the transport vehicle 10H is configured to prevent a collision with the preceding transport vehicle 10K by the obstacle detection sensors 5, 6, and 7.
Hereinafter, these will be described in detail.
[0044]
Here, first, the case where the transport vehicle 10H traveling on the first traveling path 3 is the controlled side will be described.
When the transport vehicle 10J traveling on the entrance-side second travel path 4 is the detected side and the transport vehicle 10H traveling on the entrance-side first travel path 3 is the controlled side, between the transport vehicles 10H and 10J, It is through the conductor 23 that the electromagnetic action for performing the detection works.
[0045]
As shown in FIG. 2, a power generation coil 12 and a power reception coil 13 are provided on different sides on the left and right with respect to the traveling direction of the transport vehicle 10. In this embodiment, the power receiving coil 13 is disposed on the left side, and the power generating coil 12 is disposed on the right side.
[0046]
On the other hand, as shown in FIG. 5, in a state where the conducting wire 23 is arranged at the junction 2D, the power receiving unit 23a is connected to the power generation coil 12 of the carrier 10J located on the second traveling path 4 on the entrance side, and 2 (on the left and right with respect to the forming direction). Therefore, as the transport vehicle 10J travels, the power generation coil 12 and the power receiving unit 23a may be in a state of overlapping in a plan view.
The power generation unit 23b is provided on the same side as the power receiving coil 13 (on the left and right sides with respect to the direction in which the traveling path 2 is formed) of the transport vehicle 10H located on the first traveling path 3 on the entrance side. Therefore, as the transport vehicle 10H travels, the power receiving coil 13 and the power generating unit 23b may be in a state of overlapping in a plan view.
[0047]
As shown in FIG. 2, in the transportation vehicle 10, the power generation coil 12 and the power reception coil 13 are arranged such that the power reception coil 13 is on the front side and the power generation coil 12 is on the rear side with respect to the traveling direction of the transportation vehicle 10. Be placed.
By arranging the power receiving coil 13 on the front side, the preceding transport vehicle 10K or the parallel transport vehicle 10J (or the transport vehicle 10H) with respect to the succeeding transport vehicle 10H (or the transport vehicle 10J) as compared with the case where the power receiving coil 13 is disposed on the rear side. The vehicle 10H) can be detected earlier. In addition, by disposing the power generation coil 12 on the rear side, the preceding transport vehicle 10K warns the following or parallel other transport vehicles 10H and 10J longer than the case where the power generation coil 12 is disposed on the front side (by generating a magnetic field). (Providing detected information).
[0048]
As described above, an alternating current is constantly flowing through the power generation coil 12, and a magnetic field is generated from the power generation coil 12. Then, in the overlapping state of the power generation coil 12 and the power receiving unit 23a, the conductor 21 receives a change in the magnetic field generated from the power generation coil 12 inside its own closed loop. Then, an induced current is generated in the conductive wire 23.
Due to the induced current, a magnetic field is generated around the conductor 23. In the overlapping state of the power receiving coil 13 and the power generation unit 23b, an induced current is generated in the power receiving coil 13 in response to a change in the magnetic field generated from the conductive wire 23.
As described above, the induced current is generated in the power receiving coil 13, and the state in which the current is detected corresponds to the parallel (detected side) transport by the power receiving coil 13 mounted on the controlled transport vehicle 10 </ b> H. This is the detection state of the car 10J.
[0049]
As described above, the electromagnetic action acts between the transport vehicles 10H and 10J traveling on the first traveling path 3 and the second traveling path 4 on the entrance side at the junction 2D.
More specifically, the magnetic field generating device (power generation coil 12) of the transport vehicle 10J (the detected vehicle) on the second travel path 4 is connected to the first travel path 3 via the closed-loop conductor 23. It acts electromagnetically on the current detection device (power receiving coil 13) of the carrier 10H (the controlled carrier).
[0050]
As described above (shown in FIG. 2), the carrier 10 is provided with the control means 9 connected to the power receiving coil 13 so as to be able to transmit a signal.
When the power receiving coil 13 detects the induced current generated in the conductive wire 23 by the electromagnetic action, the control unit 9 stops driving the drive motor 11 of the carrier 10.
[0051]
Next, the case where the transport vehicle 10J traveling on the second traveling path 4 is set as the controlled side will be described.
When the transport vehicle 10H traveling on the first traveling path 3 on the entrance side is the detected side, and the transport vehicle 10J traveling on the second traveling path 4 on the entrance side is the controlled side, between the transport vehicles 10H and 10J, It is through the conductor 24 that the electromagnetic action for the detection takes place.
[0052]
As shown in FIG. 5, when the conducting wire 24 is arranged at the junction 2D, the first power receiving unit 24a is connected to the power generation coil 12 of the transport vehicle 10H located on the first traveling path 3 on the entrance side, and 2 (on the left and right with respect to the forming direction). Therefore, the power generation coil 12 and the first power receiving unit 24a may be in a state of being overlapped in a plan view as the transport vehicle 10H travels.
The power generation unit 24b is provided on the same side as the power receiving coil 13 (on the left and right sides with respect to the direction in which the traveling path 2 is formed) of the transport vehicle 10J located on the second traveling path 4 on the entrance side. For this reason, the power receiving coil 13 and the power generation unit 24b may be in a state of overlapping in plan view as the transport vehicle 10J travels.
[0053]
As described above, the electromagnetic action acts between the transport vehicles 10H and 10J traveling on the first traveling path 3 and the second traveling path 4 on the entrance side at the junction 2D.
More specifically, the magnetic field generation device (the power generation coil 12) of the transport vehicle 10H (the detected transport vehicle) on the first travel path 3 side is connected to the second travel path 4 via the closed loop conducting wire 24. It acts electromagnetically on the current detection device (power receiving coil 13) of the transport vehicle 10J (the controlled transport vehicle).
[0054]
As described above (shown in FIG. 2), the carrier 10 is provided with the control means 9 connected to the power receiving coil 13 so as to be able to transmit a signal.
When the power receiving coil 13 detects the induced current generated in the conductive wire 23 by the electromagnetic action, the control unit 9 stops driving the drive motor 11 of the carrier 10.
[0055]
As described above, the carrier 10 is provided with the magnetic field generating device (the power generating coil 12) and the current detecting device (the power receiving coil 13), and the pair of closed-loop conductors 23 and 24 extending over the two traveling paths 3 and 4 is formed at the junction. The following effects can be obtained by providing 2D.
In the merging section 2D, even when the transport vehicles 10H and 10J enter the first travel path 3 and the second travel path 4 at the same time, each of the transport vehicles 10 (for example, the transport vehicle 10J) receives the transport vehicles 10 ( For example, the transport vehicle 10H) can be detected and stopped.
[0056]
The detection of the parallel transport vehicles 10 is performed by detecting the induced current flowing through the conductors 23 and 24 using the electromagnetic induction effect.
For this reason, even if a noise generation source or the like is located near the current detection device (the power receiving coil 13), other carrier vehicles can be detected as long as the presence of the induced current can be detected by the current detection device. In other words, for the detection, control such as determination of the current waveform is unnecessary, and there is no disturbance due to noise.
[0057]
Further, in the above description, of the transport vehicles 10H and 10J parallel to each other toward the merging section 2D, which one is the controlled side (for stop control) and which is the detected side (the side on which stop control is not performed). However, it is actually controlled as follows.
[0058]
After entering the junction, the transport vehicle 10H traveling on the first travel path 3 is controlled such that even if the current is detected by the current detection device (the power receiving coil 13), the current is ignored.
That is, the transport vehicle 10H traveling on the first traveling path 3 does not become the controlled side of the stop control in the collision prevention at the junction 2D.
[0059]
For this reason, even when the transport vehicles 10H and 10J enter the merging section 2D simultaneously from the first travel path 3 and the second travel path 4, the transport vehicle 10H traveling on the first travel path 3 is given priority. Can be run. Therefore, it is possible to prevent a problem that the entire system stops due to the two vehicles 10H and 10J checking each other.
[0060]
A mechanism for preventing rear-end collision between the preceding transport vehicle 10K and the succeeding transport vehicle 10H (or the transport vehicle 10J) at the junction 2D will be described.
The following two cases occur when the preceding carrier 10K and the following carrier 10H (or the carrier 10J) collide at the junction 2D. One case is a case where the carrier 10K is located on the first traveling path 3 on the exit side, and the carrier 10H is located on the first traveling path 3 on the entrance side. Another case is a case where the carrier 10K is located on the first traveling path 3 on the exit side and the carrier 10J is located on the second traveling path 4 on the entrance side.
[0061]
In the first case, when the transport vehicle 10H on the entrance side and the transport vehicle 10K on the exit side are located along the first traveling path 3, this is a measure for preventing rear-end collision at the straight portion 2A. This is dealt with by the first rear-end collision prevention control mechanism.
That is, since the preceding transport vehicle 10K and the following transport vehicle 10H are located on the same straight line, the following transport vehicle 10H is moved forward by the obstacle detection sensors 5, 6, 7 and the reflection plate 8. The transport vehicle 10K can be detected.
[0062]
In the second case, when the transport vehicle 10K is located on the first travel path 3 on the exit side and the transport vehicle 10J is located on the second travel path 4 on the entrance side, the collision prevention at the curved portion 2B is prevented. In the same manner as in the second rear-end collision prevention control mechanism, which is a countermeasure for the above, a countermeasure is taken.
In the second rear-end collision prevention control mechanism, an S-shaped conductor 21 is used. However, in the fourth rear-end collision prevention control mechanism, in the rear-end collision prevention measure between the preceding and succeeding conveyance vehicles 10K and 10J, the above-described conductor 24 is used. I use. The conducting wire 24 is a component for preventing rear-end collision between the parallel transport vehicles 10H and 10J, but is also used as a component for preventing rear-end collision between the preceding and following transport vehicles 10K and 10J. I have.
[0063]
The conductor 24 will be described in comparison with the conductor 21.
The conducting wire 24 includes a second power receiving unit 24c corresponding to the power receiving unit 21a. The second power receiving unit 24c is disposed on the first traveling path 3 on the exit side.
The conductor 24 includes a power generation unit 24b corresponding to the power generation unit 21b. The power generation unit 24b is disposed on the second traveling path 4 on the entrance side, and functions also in the case of measures to prevent a rear-end collision between the parallel transport vehicles 10H and 10J.
[0064]
As described above, in the merging section 2D, when the preceding and succeeding transport vehicles 10 and 10 are located on the same straight line (in the case of the transport vehicles 10K and 10H), the obstacle detection sensors 5.6.6. The preceding carrier 10K is detected by the following carrier 10H.
When the leading and trailing carriers 10 are not positioned on the same straight line (in the case of the carriers 10K and 10J), the leading carrier 10K is moved rearward by using the electromagnetic action via the conductor 24. It is detected by the row carrier 10J.
When the trailing transport vehicle 10 detects the preceding transport vehicle 10, the control means 9 of the trailing transport vehicle 10 stops driving the drive motor 11. Then, a rear-end collision between the vehicles 10 is prevented.
[0065]
In the present embodiment, the conductor 24 is made up of an S-shaped conductor 21 used in the curved portion 2B and a V-shaped conductor 23 used to prevent a collision between the parallel transport vehicles 10H and 10J at the junction 2D. , And the shape is combined. The shape of the conductor 24 is T-shaped.
As described above, the lead wire 24 prevents the rear-end collision between the parallel conveyance vehicles 10H and 10J and the rear-end collision between the preceding and following conveyance vehicles 10K and 10H (or between the conveyance vehicles 10K and 10J) at the curved portion 2B. And to be used. In other words, since the conductor 24 is configured to serve two roles, different conductors (such as the conductors 21 and 23) for each role are replaced with the conductor 24 instead of the conductor 24 on the traveling path 2 (the junction 2D). It may be provided separately.
[0066]
FIG. 6 shows a pattern of stop control for preventing rear-end collision at the junction 2D.
There are four possible patterns.
Note that, in order to prevent a check between the parallel transport vehicles 10H and 10J, the transport vehicle 10 on the first traveling path 3 on the entrance side is the controlled side, and the transport vehicle 10 on the second traveling path 4 on the entrance side is the detected side. In the case of, there is a case where it is excluded from the target of the stop control as a practical operation, and is shown in parentheses in FIG.
[0067]
Next, the arrangement of the conductors 23 and 24 with respect to the traveling path 2 will be described with reference to FIG. FIG. 7 is a perspective view showing a positional relationship between the first traveling path 3 on the entrance side and the conductors 23 and 24 at the junction 2D.
In this embodiment, the traveling path 2 including the first traveling path 3 includes a pair of rail members 34 and 35 and a connecting member 25 that connects the two rail members 34 and 35, as shown in FIG. It is.
[0068]
Both ends of the linking member 25 are supported by hanging members 30 that hang from the ceiling, so that the main body of the traveling path 2 including the rail members 35 and 34 is supported by the ceiling.
The suspending member 30 connects a pair of the first columns 31, 31 hanging directly from the ceiling surface, the second columns 32, 32 erected at both ends of the connecting member 25, and the two columns 31, 32. And a bridge member 33.
[0069]
A pair of power supply lines 16 are provided on at least one of the left and right sides along the direction in which the traveling path 2 is formed. A power receiving device 60 serving as a power source of the transport vehicle 10 is provided on the vehicle body frame 10 a of the transport vehicle 10. The power receiving device 60 includes a core having an E-shaped cross section and a pickup coil wound around the core. Then, power is supplied to the power receiving device 60 from the power supply lines 16 using the electromagnetic induction phenomenon.
[0070]
A high-frequency AC current flows through the power supply line 16 and is a magnetic field generation source (noise generation source). The power supply line 16 is provided between the second columns 32 of the suspension member 30.
[0071]
The conductors 23 and 24 shown in FIG. 7 are located between the bridge members 33 and 33 of the suspension member 30 at positions corresponding to the power generation coil 12 and the power reception coil 13 disposed at predetermined positions on the upper part of the carrier 10. It is installed via a fixture such as a bracket (not shown). The fixing member is formed of, for example, an elastic member such as a resin having a U-shaped cross section, and a grip portion for gripping the conductive wires 23 and 24 is formed at a free end thereof. Is fixed to the lower surface of. The conductors 21 and 22 are similarly attached to the bridge member 33 of the suspension member 30. The power supply line 16 for supplying electric power to the transport vehicle 10 is also attached to the bridge member 33 of the suspension member 30 via a bracket.
[0072]
Therefore, when the transport vehicle 10 is configured to transfer the articles 9 to the side or below as described in detail later, the wires 23 and 34 (and the wires 21 and 22 and the Since the electric wire 16) is not arranged, it does not hinder the transfer operation.
[0073]
In the present embodiment, as shown in FIG. 7, openings are formed in the body frame 10a of the transport vehicle 10 on the side and below.
A hoist 17 having a chuck mechanism for gripping the article 9 and a transfer device (not shown) for moving the hoist 17 to the side and accurately transferring the article 9 are mounted in the body frame 10a. You. That is, as the hoist 17 moves up and down, the article 9 moves vertically between the rails 34 and 35. Then, as shown in FIG. 7, the article 9 can be stored in the vehicle body frame 10a, and the carrier 10 can travel with the article 9 mounted thereon.
By providing the conductors 21, 22, 23, and 34 above the moving device 18, the conductors 21, 22, 23, and 34 are prevented from becoming an obstacle during the transfer operation of the transport vehicle 10.
[0074]
【The invention's effect】
As described in claim 1,
The carrier has a magnetic field generator and a current detector, and at the junction of the first travel path and the second travel path, a pair of closed-loop conductors that extend over both travel paths are provided. The magnetic field generator of the transport vehicle on the one travel road side electromagnetically acts on the current detection device of the transport vehicle on the second travel road side, and the magnetic field generator of the transport vehicle on the second travel road side operates via the other conductor. Acts electromagnetically on the current detection device of the transport vehicle on the traveling road side, and the transport vehicle stops when the current detection device detects the current generated in the conductor by the magnetic field generator of the other transport vehicle, so at the junction Even when the transport vehicles enter the first travel path and the second travel path at the same time, the transport vehicles on the other travel paths can be detected and stopped.
In addition, even when a noise source such as a power supply line for non-contact power supply is located near the current detection device, other carrier vehicles can be detected as long as the current detection device can detect the presence or absence of an induced current. It is possible. In other words, for the detection, control such as determination of the current waveform is unnecessary, and there is no disturbance due to noise.
[0075]
As described in claim 2, the carrier vehicle detects a current generated by a magnetic field generator of another carrier vehicle within a conductor laid at the junction immediately after entering the junction. If it detects, it stops, and immediately after entering the junction, if it does not detect the current generated by the magnetic field generator of the other carrier in the conducting wire, it continues traveling at the junction and continues traveling at the junction. When the transport vehicle is a transport vehicle traveling on the first travel path, the current generated by the magnetic field generator of another transport vehicle in the conducting wire during travel is detected by the current detection device of the own vehicle. Even if the vehicle is traveling on the second travel path, the vehicle stops when the current generated by the magnetic field generator of the other vehicle in the conductor is detected by the current detection device of the vehicle during traveling. For this reason, from the first travel path and the second travel path, Even if the transporting vehicle enters the transport vehicle traveling a first traveling path can travel with priority. Therefore, it is possible to prevent a problem that the entire system stops due to the two carriers checking each other.
[0076]
According to a third aspect of the present invention, the magnetic field generator and the current detecting device are provided at the upper part of the transport vehicle, and the conducting wire is disposed at a position corresponding to the magnetic field generator and the current detection device. In the configuration described above, the conducting wire is not arranged on the movement path of the article at the time of transfer, so that there is no obstacle to the transfer operation.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram illustrating an automatic guided vehicle system including a rear-end collision prevention control mechanism.
FIG. 2 is a schematic diagram illustrating components of a rear-end collision prevention control mechanism provided in the transport vehicle 10.
FIG. 3 is a schematic plan view showing a curved portion 2B.
FIG. 4 is a schematic plan view showing a branch portion 2C.
FIG. 5 is a schematic plan view showing a merging section 2D.
FIG. 6 is a list showing a pattern of stop control in a merging section 2D.
FIG. 7 is a perspective view showing the positional relationship between the first traveling path 3 on the entrance side and the conductors 23 and 24 at the junction 2D.
[Explanation of symbols]
2 Runway
2D junction
3 First runway
4 Second runway
10 Carrier
12 Power generation coil (magnetic field generator)
13 Receiving coil (current detection device)
23/24 Conductor (closed loop conductor provided at junction 2D)

Claims (3)

搬送車に磁界発生装置と電流検知装置とを備えると共に、第一走行路と第二走行路との合流部に、両走行路にまたがる閉ループの導線を一対設け、
一方の導線を介して、第一走行路側の搬送車の磁界発生装置が第二走行路側の搬送車の電流検知装置に電磁的に作用し、
他方の導線を介して、第二走行路側の搬送車の磁界発生装置が第一走行路側の搬送車の電流検知装置に電磁的に作用し、
搬送車は、他の搬送車の磁界発生装置により導線内に発生した電流を電流検知装置により検知すると、停止する、
ことを特徴とする無人搬送車システム。Along with the magnetic field generating device and the current detecting device in the transport vehicle, at the junction of the first traveling path and the second traveling path, a pair of closed-loop conductors spanning both traveling paths are provided,
Via one of the conductors, the magnetic field generator of the transport vehicle on the first travel road side electromagnetically acts on the current detection device of the transport vehicle on the second travel road side,
Via the other conductor, the magnetic field generating device of the carrier on the second traveling road side electromagnetically acts on the current detection device of the carrier on the first traveling road side,
The carrier stops when the current detecting device detects a current generated in the conductor by the magnetic field generator of the other carrier,
An automatic guided vehicle system characterized by the above. 前記搬送車は、合流部に進入した直後に、合流部に敷設されている導線内に、他の搬送車の磁界発生装置により発生した電流を自車の電流検知装置により検知すれば停止し、合流部に進入した直後に、導線内に他の搬送車の磁界発生装置により発生した電流を検知しなければ、合流部を走行し続け、合流部を走行し続けている際に、その搬送車が、
第一走行路を走行する搬送車であれば、走行中に導線内に他の搬送車の磁界発生装置により発生した電流を自車の電流検知装置により検知しても無視し、
第二走行路を走行する搬送車であれば、走行中に導線内の他の搬送車の磁界発生装置により発生した電流を自車の電流検知装置により検知すると停止する、
ことを特徴とする請求項１に記載の無人搬送車システム。Immediately after entering the junction, the carrier stops in a conductor laid at the junction, if the current generated by the magnetic field generator of the other carrier is detected by the current detector of the own vehicle, and stops. Immediately after entering the junction, if the current generated by the magnetic field generator of another carrier is not detected in the conductor, the vehicle continues traveling at the junction and continues traveling at the junction. But,
If the carrier is traveling on the first travel path, ignores the current generated by the magnetic field generator of the other carrier in the lead wire during traveling even if it is detected by the current detector of the own vehicle,
If the carrier traveling on the second travel path, stops when the current detection device of the own vehicle detects the current generated by the magnetic field generator of the other carrier in the conducting wire during traveling,
The automatic guided vehicle system according to claim 1, wherein: 搬送車の上部に磁界発生装置および電流検知装置が設けられ、それに対応する位置に、導線が配設される、
ことを特徴とする請求項１または請求項２に記載の無人搬送車システム。A magnetic field generation device and a current detection device are provided at the upper part of the carrier, and a conductor is provided at a position corresponding to the magnetic field generation device and the current detection device.
The automatic guided vehicle system according to claim 1 or 2, wherein:
JP2002165373A 2002-06-06 2002-06-06 Automatic guided vehicle system Pending JP2004013481A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111572602A (en) * 2020-05-28 2020-08-25 北京天润海图科技有限公司 Scheduling method of intelligent railcar merging point and intelligent track control system
KR20250043969A (en) * 2023-09-22 2025-03-31 주식회사 에스에프에이 Transport Vehicle Control System and Transport Vehicle Control Method of the Same

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111572602A (en) * 2020-05-28 2020-08-25 北京天润海图科技有限公司 Scheduling method of intelligent railcar merging point and intelligent track control system
KR20250043969A (en) * 2023-09-22 2025-03-31 주식회사 에스에프에이 Transport Vehicle Control System and Transport Vehicle Control Method of the Same
KR102813551B1 (en) * 2023-09-22 2025-05-30 주식회사 에스에프에이 Transport Vehicle Control System and Transport Vehicle Control Method of the Same

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