JP2022138145A - Panel transportation method and panel transportation system - Google Patents

Abstract

To provide a panel transportation method capable of transporting panels stably, and a panel transportation system.SOLUTION: A panel transportation method comprises a panel attachment process of attaching a panel P to a panel transportation device 10 movable along a rail 91 fixed via a plurality of coupling members 93 and a movement process of moving the panel transportation device 10 along the rail 91. The panel transportation device 10 has a plurality of derailment prevention rollers 31 preventing the panel transportation device 10 from being derailed from the rail 91. In a movement process, a distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of coupling members 93 is maintained to be equal to or less than 60 cm or the state where at least one of a plurality of restraint areas having a distance from each of the plurality of derailment prevention rollers 31 which is equal to or less than 60 cm overlaps with at least one of the plurality of coupling members 93 is maintained.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present invention relates to a panel conveying method and a panel conveying system for conveying panels (for example, building material panels) mainly used in the construction and civil engineering fields.

Trucks for transporting panels are known.

As a related technique, Patent Literature 1 discloses a material conveying unit. The material transport unit described in Patent Literature 1 includes a guide rail, an anti-vibration rail installed at the bottom of the guide rail, and a trolley body on which an exterior panel is loaded and moves along the guide rail.

JP 2009-68243 A

An object of the present invention is to provide a panel conveying method and a panel conveying system capable of stably conveying a panel.

The present invention relates to a panel conveying method and a panel conveying system described below.

(1) A panel mounting step of mounting a panel on a panel conveying device movable along rails fixed via a plurality of connecting members;
a moving step of moving the panel conveying device along the rail,
The panel conveying device has a plurality of derailment prevention rollers that prevent the panel conveying device from derailing from the rail,
In the moving step, the distance between at least one of the plurality of derailment prevention rollers and at least one of the plurality of connection members is maintained at 60 cm or less, or the plurality of derailment prevention rollers at least one of a plurality of restraint areas having a distance of 60 cm or less from each of the plurality of connecting members is maintained in an overlapping state with at least one of the plurality of connecting members.
(2) the rails include a first rail and a second rail;
The panel conveying method according to (1) above, wherein the plurality of connecting members connect the first rail and the second rail.
(3) the connecting member includes a metal band;
The panel conveying method according to (2) above, wherein the moving step includes the panel conveying device getting over the band.
(4) In any one of (1) to (3) above, in the moving step, the number of the restraint regions that overlap at least one of the plurality of connecting members is always two or more. The described panel transport method.
(5) the panel conveying device is connected to a driving carriage;
The moving step includes converting the relative movement between the driving carriage and the panel conveying device into a pressing force with which the panel conveying device presses the driving carriage toward the rail. (4) The panel conveying method as described in any one.
(6) the moving step includes moving the panel transport device that supports the first portion of the panel and the second panel transport device that supports the second portion of the panel along the rail;
The second panel conveying device has a plurality of derailment prevention rollers that prevent the second panel conveying device from derailing from the rail,
In the moving step, the distance between at least one of the plurality of derailment prevention rollers of the panel conveying device and at least one of the plurality of connecting members is maintained at 60 cm or less, and the first The distance between at least one of the plurality of derailment prevention rollers of the panel conveying device of 2 and at least one of the plurality of connecting members is maintained at 60 cm or less above (1) to (5) The panel conveying method according to any one of.
(7) The panel conveying method according to (6) above, wherein the moving step is performed in a state where the second panel conveying device is connected to the panel conveying device only through the panel.
(8) The panel transport device has N ("N" is any natural number equal to or greater than 2) restraint areas,
defining the distance between two adjacent connecting members as G;
defining a first restraint area of the plurality of restraint areas that is closest to the first end of the rail;
where "K" is an arbitrary natural number equal to or greater than 2, defining a K-th closest constraint area to the first end of the rail among the plurality of constraint areas as a K-th constraint area;
A distance from the end of the first restraint area on the first end side to the end of the K-th restraint area on the first end side is defined as L(K),
When we define the integer part of the answer of the division L(K)/G as V(K),
When each of the N−1 restraint areas excluding the first restraint area is virtually moved along the rail by a distance V(K) times G to the first end side, the first A continuous virtual constraint region having a length of G or more is formed by one constraint region and the N−1 constraint regions after being virtually moved. The described panel transport method.
(9) a rail;
a plurality of connecting members for fixing the rail;
A panel conveying device movable along the rail,
The panel conveying device has a plurality of derailment prevention rollers that prevent the panel conveying device from derailing from the rail,
Is the distance between at least one of the plurality of derailment prevention rollers and at least one of the plurality of connecting members maintained at 60 cm or less when the panel conveying device moves along the rails? Alternatively, a state is maintained in which at least one of a plurality of restraint areas having a distance of 60 cm or less from each of the plurality of derailment prevention rollers overlaps at least one of the plurality of connecting members. , the arrangement of the plurality of connecting members with respect to the rail, the arrangement of the plurality of derailment prevention rollers in the panel conveying device, or the arrangement of the plurality of restraint areas are set.
(10) the rails include a first rail and a second rail;
The panel transport device includes a derailment prevention assembly including the derailment prevention roller,
The posture of the derailment prevention assembly is divided into a first posture in which the derailment prevention roller can pass between the first rail and the second rail, and a posture in which the derailment prevention roller can pass between the first rail and the second rail. The panel conveying system according to (9) above, wherein the attitude can be changed between a second attitude in which the roller cannot pass.
(11) The panel conveying device is
a plurality of sub-carriage units;
a connecting frame that rigidly connects the plurality of sub-bogie units,
The panel conveying system according to (9) or (10) above, wherein each of the plurality of sub-carriage units has the derailment prevention roller.
(12) a driving carriage connected to the panel conveying device;
an elongated member for collision detection provided movably together with the main traveling body on the front side in the traveling direction of the main traveling body including the panel conveying device and the driving carriage;
a collision detection sensor that detects a collision of an object against the elongated member according to a change in the state of the elongated member;
The panel conveying system according to any one of (9) to (11) above, further comprising: a control device that stops traveling of the driving carriage in response to receiving a collision detection signal from the collision detection sensor. .
(13) The panel conveying system according to (12) above, further comprising a flexible sheet-like body for alerting that fills a gap between the front end of the main traveling body in the running direction and the elongated member.
(14) further comprising a connecting member supporting member that supports the connecting member in a position-correctable manner;
When the direction from one side to the other side of the panel conveying device is defined as a third direction, the connecting member is moved by frictional force with respect to the connecting member support member in a direction parallel to the third direction. positioned,
In response to a load larger than the frictional force acting on the connecting member in a direction parallel to the third direction, the connecting member moves toward the connecting member support member in a direction parallel to the third direction. The panel transport system according to any one of (9) to (13) above, configured to be positionally corrected with respect to.

ADVANTAGE OF THE INVENTION By this invention, the panel conveying method which can convey a panel stably, and a panel conveying system can be provided.

FIG. 1 is a schematic side view schematically showing a panel conveying system according to the first embodiment. FIG. FIG. 2 is a schematic cross-sectional view schematically showing part of the panel conveying system in the first embodiment. FIG. 3 is a schematic cross-sectional view schematically showing part of the panel conveying system in the first modified example of the first embodiment. FIG. 4A is a diagram showing an outline of the experiment. FIG. 4B is a diagram showing an outline of the experiment. FIG. 5 is a schematic side view schematically showing the panel conveying system in the first embodiment. FIG. 6 is a flow chart showing an example of a panel conveying method in the first embodiment or a modification of the first embodiment. FIG. 7 is a diagram for explaining the restraint area. FIG. 8 is a schematic side view schematically showing the panel conveying system in the second modified example of the first embodiment. FIG. 9 is a schematic side view schematically showing a panel conveying system in a second modified example of the first embodiment; FIG. 10 is a diagram for explaining the relationship between the arrangement of a plurality of connecting members and the arrangement of a plurality of restraint areas. FIG. 11 is a diagram for explaining the relationship between the arrangement of a plurality of connecting members and the arrangement of a plurality of restraint areas. FIG. 12 is a schematic side view schematically showing the panel conveying system in the first embodiment. FIG. 13 is a schematic trihedral view schematically showing a first example of the truck unit. FIG. 14 is a diagram schematically showing how the truck unit is attached to the rail. FIG. 15 is a schematic side view schematically showing a second example of the truck unit. FIG. 16 is a schematic side view schematically showing a third example of the truck unit. FIG. 17 is a schematic side view schematically showing a fourth example of the truck unit. FIG. 18 is a schematic side view schematically showing a fifth example of the truck unit. FIG. 19 is a schematic side view schematically showing an example of the panel conveying device. FIG. 20 is a schematic side view schematically showing part of the panel conveying device. 21 is an enlarged view of a portion surrounded by circle J in FIG. 20. FIG. FIG. 22 is a schematic side view schematically showing the panel conveying system in the first embodiment; FIG. FIG. 23 is a schematic side view schematically showing the panel conveying system in the second embodiment. FIG. 24 is a schematic side view schematically showing the panel conveying system in the second embodiment. FIG. 25 is a schematic cross-sectional view schematically showing an example of arrangement of detection rods. FIG. 26 is a schematic cross-sectional view schematically showing an example of arrangement of detection plates. FIG. 27 is a schematic side view schematically showing how the panel conveying system is equipped with a connecting member supporting member that supports the connecting member so that the position of the connecting member can be corrected. 28 is a schematic side view showing an enlarged part of FIG. 27. FIG. FIG. 29 is a schematic cross-sectional view schematically showing how the connecting member can be positionally corrected in a direction parallel to the third direction with respect to the connecting member supporting member. FIG. 30 is a schematic cross-sectional view schematically showing a state after the position of the connecting member is corrected in the direction parallel to the third direction with respect to the connecting member supporting member.

Hereinafter, a panel transport method and a panel transport system 1 according to embodiments will be described in detail with reference to the drawings. In this specification, members having the same type of function are given the same or similar reference numerals. Further, repetitive descriptions of members denoted by the same or similar reference numerals may be omitted.

(definition of direction)
In this specification, the direction from the first end 911 of the rail 91 to the second end 912 of the rail 91 along the rail 91 is defined as the first direction DR1, and the direction opposite to the first direction DR1 is defined as A second direction DR2 is defined. 1st direction DR1 corresponds with the longitudinal direction of the panel conveying apparatus 10, for example. Further, in this specification, the direction from one side to the other side of the panel conveying device 10 (in other words, the width direction of the panel conveying device 10) is defined as a third direction DR3.

(First embodiment)
A panel conveying method and a panel conveying system 1 according to the first embodiment will be described with reference to FIGS. 1 to 22. FIG. FIG. 1 is a schematic side view schematically showing a panel conveying system 1A according to the first embodiment. FIG. 2 is a schematic cross-sectional view (a cross-sectional view in a plane perpendicular to the rail 91) schematically showing a part of the panel conveying system 1A in the first embodiment. FIG. 3 is a schematic cross-sectional view (a cross-sectional view taken along a plane perpendicular to the rail 91) schematically showing a part of the panel conveying system 1B in the first modified example of the first embodiment. FIG. 4A is a diagram showing an outline of the experiment. FIG. 4A(a) schematically shows the configuration of the experimental apparatus, and FIG. 4A(b) graphically shows the experimental results. FIG. 4B is a diagram showing an outline of the experiment. FIG. 4B(a) schematically shows the configuration of the experimental device, and FIG. 4B(b) graphically shows the experimental results. FIG. 5 is a schematic side view schematically showing the panel conveying system 1A in the first embodiment. FIG. 6 is a flow chart showing an example of a panel conveying method in the first embodiment or a modification of the first embodiment. FIG. 7 is a diagram for explaining the restricted area AR. 8 and 9 are schematic side views schematically showing a panel conveying system 1C in a second modified example of the first embodiment. 10 and 11 are diagrams for explaining the relationship between the arrangement of the plurality of connecting members 93 and the arrangement of the plurality of restraint areas AR. FIG. 12 is a schematic side view schematically showing the panel conveying system 1A according to the first embodiment. 13A and 13B are schematic three-view diagrams schematically showing a first example of the truck unit 2. FIG. A schematic rear view is shown on the upper left side of FIG. 13, a schematic side view is shown on the upper right side of FIG. 13, and a schematic bottom view is shown on the lower side of FIG. FIG. 14 is a diagram schematically showing how the truck unit 2 is attached to the rail 91. As shown in FIG. FIG. 15 is a schematic side view schematically showing a second example of the truck unit 2. As shown in FIG. FIG. 16 is a schematic side view schematically showing a third example of the truck unit 2. As shown in FIG. FIG. 17 is a schematic side view schematically showing a fourth example of the truck unit 2. As shown in FIG. FIG. 18 is a schematic side view schematically showing a fifth example of the truck unit 2. As shown in FIG. FIG. 19 is a schematic side view schematically showing an example of the panel conveying device 10. As shown in FIG. FIG. 20 is a schematic side view schematically showing part of the panel conveying device 10. As shown in FIG. 21 is an enlarged view of a portion surrounded by circle J in FIG. 20. FIG. FIG. 22 is a schematic side view schematically showing the panel conveying system 1 in the first embodiment.

The panel conveying system 1 includes rails 91 , connecting members 93 , and panel conveying devices 10 .

(Rail 91)
The rails 91 define the track of the panel conveying device 10 . In the example depicted in FIG. 1, rail 91 has a first end 911 and a second end 912 . The cross-sectional shape of the rail 91 in a plane perpendicular to the first direction DR1 may be circular, rectangular, or other shapes (eg, I-shaped, H-shaped, C-shaped, etc.). shape). In the example depicted in FIG. 1, rail 91 defines a straight track. Rail 91 may have a curved portion. More specifically, a portion of rail 91 may define a straight track, and another portion of rail 91 may define a curved track. In the example shown in FIG. 2, the rails 91 of the panel transport system 1 include at least two rails (a first rail 91a and a second rail 91b). Alternatively, rail 91 of panel transport system 1 may be a monorail (in other words, only one rail).

In the example shown in FIG. 2, the second rail 91b is arranged parallel to the first rail 91a. A plane including the central axis of the first rail 91a and the central axis of the second rail 91b may be parallel to the horizontal plane, may be inclined with respect to the horizontal plane, or may be perpendicular to the vertical plane. They may be parallel.

(Connecting member 93)
The panel conveying system 1 includes a plurality of connecting members 93 that fix the rails 91 . When the rail 91 includes a first rail 91 a and a second rail 91 b, the first rail 91 a and the second rail 91 b may be fixed to each other via a plurality of connecting members 93 . Additionally, both the first rail 91a and the second rail 91b may be fixed to scaffolding or the like at a construction site via a plurality of connecting members 93 . In addition, there is no limitation on the fixed object to which the rail is fixed by the plurality of connecting members 93 . The fixed object may be another rail (in other words, mutual fixation between a plurality of rails), a structural member such as a scaffolding, or a foundation buried in the ground. good too.

In the example shown in FIG. 2, the first rail 91a and the second rail 91b are fixed to each other via the connecting member 93. As shown in FIG. The connecting member 93 includes a bracket 94, a first band 95a and a second band 95b. A part of the first band 95a is hung around the first rail 91a, and another part of the first band 95a is hung around the bracket 94. As shown in FIG. A part of the second band 95b is hung around the second rail 91b, and the other part of the second band 95b is hung around the bracket 94. As shown in FIG. The first band 95a and the second band 95b are metal bands, for example. The thickness of the first band 95a is, for example, 1 mm or less, and the thickness of the second band 95b is, for example, 1 mm or less.

As illustrated in FIG. 2, both the first rail 91a and the second rail 91b may be fixed to a fixed object 96 such as a scaffolding via connecting members 93 .

In addition, when the rail 91 of the panel transport system 1 is a monorail, the monorail may be fixed to a scaffolding or the like at a construction site via a plurality of connecting members 93, or fixed to a foundation or the like buried in the ground. may be

(Panel transport device 10)
The panel conveying device 10 conveys the panel P by moving along the rails 91 . The panel P conveyed by the panel conveying device 10 is, for example, a concrete panel such as a metal panel, a wooden panel, or an ALC panel. The mass of the panel P is, for example, 50 kg or more, 100 kg or more, or 200 kg or more. The mass of panel P is, for example, 500 kg or less, or 300 kg or less. The length of the panel P is, for example, 3m or longer, 5m or longer, or 9m or longer. The length of the panel P is, for example, 20m or less, 15m or less, or 12m or less. The height of the panel P is, for example, 50 cm or more and 2 m or less, or 50 cm or more and 1 m or less. The thickness of the panel P is, for example, 1 cm or more, 3 cm or more, or 5 cm or more. The thickness of the panel P is, for example, 15 cm or less, or 10 cm or less.

The panel conveying device 10 conveys the panel P in a state in which the panel P is maintained in an upright posture, for example. In this specification, when the panel P is in the standing posture, the angle between the normal to the main surface PM of the panel P and the vertical plane is 45 degrees or more and 90 degrees or less, 60 degrees or more and 90 degrees. Hereinafter, it typically means 75 degrees or more and 90 degrees or less.

(Derailment prevention roller 31)
In the example illustrated in FIG. 1 , the panel conveying device 10 includes a plurality of derailment prevention rollers 31 . A plurality of derailment prevention rollers 31 prevent derailment of the panel conveying device 10 from the rail 91 .

The panel conveying device 10A shown in FIG. 2 includes a plurality of main rollers 21 in addition to a plurality of derailment prevention rollers 31 . Alternatively, as illustrated in FIG. 3, a plurality of derailment prevention rollers 31 may also serve as main rollers. In this case, the rollers contacting the rail 91 may be only the plurality of derailment prevention rollers 31 .

In the example shown in FIG. 1, when the panel conveying device 10 moves along the rail 91, the distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 The arrangement of the plurality of connecting members 93 with respect to the rail 91 and the arrangement of the plurality of derailment prevention rollers 31 in the panel conveying device 10 are set so that the distance is maintained at 60 cm or less.

(Experimental example 1)
As shown in FIG. 4A(a), the inclination α of the panel support member 51 of the panel conveying device 10 when a lateral load (load in the third direction DR3) was applied to the panel support member 51 was measured. In the example shown in FIG. 4A(a), an experiment was conducted in a model case in which connecting members 93 are arranged on rails 91 at intervals of 180 cm, and panel conveying device 10 is provided with one derailment prevention roller 31 . The position where the lateral load is applied is 100 cm in height from the rail 91, and the magnitude of the lateral load is 5 kgf.

Under the above conditions, the distance x between the specific connecting member 93s and the derailment prevention roller 31 in the direction along the first direction DR1 is "0 cm", "10 cm", "20 cm", "30 cm", "40 cm". , "50 cm", "60 cm", "70 cm", "80 cm", "90 cm", "100 cm", "110 cm", "120 cm", "130 cm", "140 cm", "150 cm", "160 cm", " 170 cm", the inclination α of the panel support member 51 receiving the lateral load was determined. FIG. 4A(b) is a graph showing experimental results.

As shown in FIG. 4A(b), when the distance x between the specific connecting member 93s and the derailment prevention roller 31 exceeds 60 cm, the inclination α of the panel support member 51 receiving the lateral load increases sharply. There was found. On the other hand, when the distance x between the specific connecting member 93s and the derailment prevention roller 31 is 60 cm or less, the rocking or vibration of the panel conveying device 10 is effectively suppressed, and the distance x is 50 cm or less, 40 cm or less, If the distance is 30 cm or less, or 20 cm or less, it can be said that rocking, vibration, or lateral movement of the panel conveying device 10 is more effectively suppressed.

As shown in FIG. 4A(b), when the distance x between the specific connecting member 93s and the derailment prevention roller 31 is 70 cm or more, the inclination α exceeds 5 degrees. The inclination α exceeding 5 degrees means that the lateral displacement (displacement in the third direction DR3) of the top portion of the panel support member 51 having a height exceeding 1 m exceeds 5 cm. When the distance between the first rail 91a and the second rail 91b is approximately 15 cm, displacement exceeding 5 cm increases the risk of interference between the panel support member 51 (or panel P) and other members. From the above, it can be said that the distance between at least one connecting member 93 and at least one derailment prevention roller 31 is preferably always maintained at 60 cm or less. In FIG. 4A(b), the reason why the inclination α decreases after the distance x exceeds 90 cm is that the derailment prevention roller 31 is placed on the first direction DR1 side of the specific connecting member 93s. This is to approach 93.

(Experimental example 2)
As shown in FIG. 4B(a), the inclination α of the panel support member 51 of the panel conveying device 10 when a lateral load (load in the third direction DR3) was applied to the panel support member 51 was measured. In the example shown in FIG. 4B(a), an experiment was conducted in a model case in which the connecting members 93 are arranged on the rail 91 at intervals of 400 cm, and the panel conveying device 10 is provided with one derailment prevention roller 31. The position where the lateral load is applied is 100 cm in height from the rail 91, and the magnitude of the lateral load is 5 kgf.

Under the above conditions, the distance x between the specific connecting member 93s and the derailment prevention roller 31 in the direction along the first direction DR1 is "0 cm", "10 cm", "20 cm", "30 cm", "40 cm". , "50 cm", "60 cm", "70 cm", "80 cm", "90 cm", and "100 cm", the inclination α of the panel support member 51 receiving the lateral load was determined. FIG. 4B(b) is a graph showing experimental results.

From FIG. 4B(b), a tendency similar to that of FIG. 4A(b) can be read. That is, when the distance x between the specific connecting member 93s and the derailment prevention roller 31 is 60 cm or less, the rocking or vibration of the panel conveying device 10 is generally suppressed, and when the distance x exceeds 60 cm, the horizontal The inclination α of the panel support member 51 that receives the load becomes considerably large. In particular, in a region where the distance x between the specific connecting member 93s and the derailment prevention roller 31 is 50 cm or less, the restraining force of the rail 91 by the specific connecting member 93s seems to work very well. This means that when the distance x is 50 cm or less, the rocking or vibration of the panel conveying device 10 is significantly suppressed. Of course, when the distance x is 40 cm or less, 30 cm or less, or 20 cm or less, rocking, vibration, or lateral movement of the panel conveying device 10 is further significantly suppressed.

From the experimental results shown in FIG. 4B(b), when the distance x is 60 cm or less, the effect of suppressing the rocking, vibration, or lateral movement of the panel conveying device 10 is It can be seen that the spacing is not limited to 180 cm. In particular, in the region where the distance x is 50 cm or less, even when the interval between the connecting members 93 is 180 cm and when the interval between the connecting members 93 is 400 cm, the binding force of the connecting members 93s on the rails 91 is reduced. It can be said that this is a very effective area. When the derailment prevention rollers 31 are positioned in this area, swinging, vibration, or lateral movement of the panel conveying device 10 is significantly suppressed.

In the first embodiment, when the panel conveying device 10 moves along the rails 91, the distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 is 60 cm or less (or 50 cm or less, 40 cm or less, 30 cm or less, or 20 cm or less), the arrangement of the plurality of connecting members 93 with respect to the rail 91 and the plurality of derailment prevention rollers 31 in the panel conveying device 10 placement is set. In this case, rocking, vibration, or lateral movement of the panel conveying device 10 is suppressed, and the panel P can be stably conveyed.

As a first example, as shown in FIG. 1, a plurality of connecting members 93 are arranged at intervals of 180 cm along the extending direction of the rail 91, and the panel conveying device 10A is arranged along the extending direction of the rail 91. , six derailment prevention rollers 31 are assumed. In the example shown in FIG. 1, the derailment prevention rollers 31 are arranged at intervals of 30 cm. In this case, when the panel conveying device 10A moves along the rail 91, the distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 is always 15 cm. maintained below.

Therefore, in the first example, when the panel conveying device 10A moves along the rail 91, the distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 is Condition 1 that the distance is always maintained at 60 cm or less is satisfied, Condition 2 that the distance is always maintained at 50 cm or less is satisfied, and Condition 3 that the distance is always maintained at 40 cm or less is satisfied. , condition 4 that the distance is always maintained at 30 cm or less is satisfied, and condition 5 that the distance is always maintained at 20 cm or less is satisfied.

From the above, it can be said that the first example is one of ideal arrangements for suppressing rocking, vibration, or lateral movement of the panel conveying device 10A.

As a second example, as shown in FIG. 5, a plurality of connecting members 93 are arranged at intervals of 180 cm along the extending direction of the rail 91, and the panel conveying device 10A is arranged along the extending direction of the rail 91. , three derailment prevention rollers 31 are assumed. In the example shown in FIG. 5, the derailment prevention rollers 31 are arranged at intervals of 60 cm. In this case, when the panel conveying device 10A moves along the rail 91, the distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 is always 30 cm or less. maintained.

Therefore, in the second example, when the panel conveying device 10A moves along the rail 91, the distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 is Condition 1 that the distance is always maintained at 60 cm or less is satisfied, Condition 2 that the distance is always maintained at 50 cm or less is satisfied, and Condition 3 that the distance is always maintained at 40 cm or less is satisfied. , condition 4 that the distance is always maintained at 30 cm or less is satisfied. On the other hand, condition 5 that the distance is always maintained at 20 cm or less is not satisfied.

From the above, it can be said that the second example is one arrangement for suppressing the rocking, vibration, or lateral movement of the panel conveying device 10A. , the effect of suppressing rocking, vibration, or lateral motion is small.

(Panel transportation method)
Next, a panel conveying method according to the first embodiment will be described. FIG. 6 is a flow chart showing an example of a panel conveying method according to the first embodiment.

In the first step ST1, the panel P is attached to the panel conveying device 10 movable along the rails 91 fixed via the plurality of connecting members 93 . The first step ST1 is a panel mounting process. FIG. 1 shows the state after the panel mounting process has been performed.

In the example shown in FIG. 1, the panel mounting step includes mounting the panel P to the panel conveying device 10 so that the panel P is maintained in an upright posture.

In the second step ST2, the panel conveying device 10 is moved along the rails 91 (see arrow F1 in FIG. 1). The second step ST2 is a moving step. A panel P is attached to the panel conveying device 10 . Therefore, the panel P is transported by executing the second step ST2 (moving step). In the example shown in FIG. 1, the moving step includes moving the panel conveying device 10 while the panel P is maintained in the upright posture.

In the second step ST2 (moving step), the distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 is always 60 cm or less (or, alternatively, 50 cm or less, 40 cm or less, 30 cm or less, or 20 cm or less). As a result, rocking, vibration, or lateral movement of the panel conveying device 10 is suppressed, and the panel P can be stably conveyed.

The second step ST2 (moving step) involves the panel conveying device 10 (more specifically, the main roller 21) getting over the metal band 95 (see FIG. 2 if necessary). good too. When the panel conveying device 10 climbs over the metal band 95, there is a possibility that the swinging or vibration of the panel conveying device 10 will increase. However, in the first embodiment, since the distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 is maintained at 60 cm or less, the panel conveying device 10 Swinging or vibration of the panel conveying device 10 when it gets over the metal band 95 is also suppressed.

(Second modification of the first embodiment)
In the panel conveying system 1A shown in FIG. 1, when the panel conveying device 10A moves along the rails 91, at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 The arrangement of the plurality of connecting members 93 with respect to the rail 91 and the arrangement of the plurality of derailment prevention rollers 31 in the panel conveying device 10A are set so that the distance between them is maintained at 60 cm or less. On the other hand, in the panel conveying system 1C (see FIG. 8) in the second modification of the first embodiment, when the panel conveying device 10 moves along the rails 91, a plurality of restraint areas AR described later The arrangement of the plurality of connecting members 93 with respect to the rail 91 and the plurality of restraints in the panel conveying device 10 such that at least one of the plurality of connecting members 93 overlaps with at least one of the plurality of connecting members 93. Arrangement of the area AR is set.

Since the derailment prevention roller 31 functions as a restraining member that prevents the panel conveying device 10 from deviating from the track defined by the rail 91, the area near the derailment prevention roller 31 is prevented from deviating from the track defined by the rail 91. is small. Therefore, in this specification, the distance E from the derailment prevention roller 31 (more specifically, the center of the derailment prevention roller 31) in the direction along the first direction DR1 is set threshold TH (see FIG. 7) or less. is defined as a restricted area AR. The set threshold TH is preferably 60 cm, 50 cm, 40 cm, 30 cm, or 20 cm from the experimental results shown in FIGS. 4A and 4B.

In the second modification of the first embodiment, when the panel conveying device 10 moves along the rails 91, at least one of the plurality of restraint areas AR is attached to at least one of the plurality of connecting members 93. The arrangement of the plurality of connecting members 93 with respect to the rail 91 and the arrangement of the plurality of restraint areas AR in the panel conveying device 10 are set so that the overlapping state is maintained. Details will be described later. Note that "at least one of the plurality of restricted areas AR overlaps at least one of the plurality of connecting members 93" means that at least one of the plurality of restricted areas AR One is synonymous with overlapping with at least one of the plurality of connecting members 93 .

In the example shown in FIG. 8, the panel conveying device 10 has three derailment prevention rollers 31 along the first direction DR1. The three derailment prevention rollers 31 are, in order from the first end 911 of the rail 91, the first derailment prevention roller 31-1, the second derailment prevention roller 31-2, and the third derailment prevention roller 31-3. call. Further, when "K" is 1, 2, or 3, in the direction along the first direction DR1, the "K" derailment prevention roller 31-K (more specifically, the "K" derailment prevention roller 31-K A region where the distance from the prevention roller 31-K) is equal to or less than the set threshold value TH is called a “K” th restraint region AR-K. Furthermore, regarding the plurality of connecting members 93, the first connecting member 93-1, the second connecting member 93-2, the third connecting member 93-3, and the fourth connecting member are arranged in order from the first end 911. 93-4, . . .

In the example shown in FIG. 8, the second restraint area AR-2 overlaps the third connecting member 93-3. Also, in the example shown in FIG. 9, the third restraint area AR-3 overlaps the fourth connecting member 93-4.

In the example shown in FIGS. 8 and 9, when the panel conveying device 10 moves along the rail 91, at least one of the plurality of restraint areas AR is always aligned with at least one of the plurality of connecting members 93. to overlap. In this case, both the restraining area AR restraining the rail 91 and the connecting member 93 holding the position of the rail 91 suppress rocking, vibration, or lateral movement of the panel conveying device 10. . In this way, the panel P can be stably transported.

(Panel transportation method)
Next, a panel conveying method according to a modification of the first embodiment will be described with reference to FIGS. 6 to 9. FIG. FIG. 6 is a flow chart showing an example of a panel conveying method in a modified example of the first embodiment.

In the first step ST1, the panel P is attached to the panel conveying device 10 movable along the rails 91 fixed via the plurality of connecting members 93 . The first step ST1 is a panel mounting process. FIG. 8 shows the state after the panel mounting process has been performed.

In the example shown in FIG. 8, the panel mounting step includes mounting the panel P to the panel conveying device 10 so that the panel P is maintained in an upright posture.

In the second step ST2, the panel conveying device 10 is moved along the rails 91 (see arrow F1 in FIG. 9). The second step ST2 is a moving step. A panel P is attached to the panel conveying device 10 . Therefore, the panel P is transported by executing the second step ST2 (moving step). In the example shown in FIG. 9, the moving step includes moving the panel conveying device 10 while the panel P is maintained in the upright posture.

In the second step ST2 (moving step), at least one of the plurality of restricted areas AR is maintained in a state of overlapping with at least one of the plurality of connecting members 93 . As a result, rocking, vibration, or lateral movement of the panel conveying device 10 is suppressed, and the panel P can be stably conveyed.

(Relationship between Arrangement of Plurality of Connecting Members 93 and Arrangement of Plurality of Restricted Areas AR)
As illustrated in FIG. 10, when the panel conveying device 10 has N (“N” is any natural number equal to or greater than 2) restraint areas AR, and the connecting members 93 are arranged at equal intervals , the relationship between the arrangement of the plurality of connecting members 93 and the arrangement of the plurality of restraint areas AR will be described. In the example shown in FIG. 10, the gap G between two adjacent connecting members 93 is not particularly limited, but the gap G is, for example, 180 cm.

As exemplified in FIG. 10, (1) among the plurality of restraint areas AR, the one closest to the first end 911 of the rail 91 is defined as a first restraint area AR-1, and (2) "K" is defined as When an arbitrary natural number equal to or greater than 2 is used, the K-th closest restraint area AR to the first end 911 of the rail 91 among the plurality of restraint areas AR is defined as the Kth restraint area AR-K, and (3) the first restraint area The distance from the end T-1 of AR-1 on the side of the first end 911 to the end TK of the K-th restraint area AR-K on the side of the first end 911 is defined as L(K), and (4) Define the integer part of the answer of the division L(K)/G as V(K).

In this case, in the example shown in FIG. 10, N−1 restraint areas (AR-2, AR-3, . When the distance of V(K) times G is virtually moved to the first end 911 side, the first restraint area AR-1 and the N-1 restraint areas (AR-2 ', AR-3', . If the integer part V(K) of the answer to the division L(K)/G is zero, the "distance V(K) times G" is zero. The Kth constraint area is virtually moved by a distance of zero (in other words, the Kth constraint area is not moved).

More specifically, in the example shown in FIG. 10, since the integer part V(2) of the answer to the division L(2)/G is "1", the second restraint area AR-2 is set to the rail 91. along the line, it virtually moves to the first end 911 side by a distance of 1 times G. Also, since the integer part V(3) of the answer to the division L(3)/G is "2", the third restraint area AR-3 is virtualized along the rail 91 by a distance twice G. to the first end 911 side. Thus, the length of the first restraint area AR-1, the second restraint area AR-2′ after being virtually moved, and the third restraint area AR-3′ after being virtually moved is G or more continuous virtual restraint areas ARC are formed.

Note that in the example shown in FIG. 10, the integer part V(K) of the answer of the division L(K)/G, that is, the "quotient" of the division L(K)/G is the respective constraint regions (AR-2, AR-3, . . . ) is virtually moved. On the other hand, the "remainder" of the division L(K)/G is the relative position of each constraint area (AR-2', AR-3', . . . ) after virtual movement with respect to the first constraint area AR-1. stipulate. More specifically, the larger the "remainder" of the division L(K)/G, the farther the position of the restraint area after virtual movement is from the position of the first restraint area AR-1. In the example shown in FIG. 10, since the "remainder" of the division L(2)/G is greater than the "remainder" of the division L(3)/G, the second restraint area AR-2' after the virtual movement The position is farther from the position of the first restricted area AR-1 than the third restricted area AR-3' after virtual movement.

A continuous virtual constraint area with a length of G or more by the first constraint area AR-1 and the N−1 constraint areas (AR-2′, AR-3′, . . . ) after being virtually moved When the ARC is formed, at least one of the plurality of restricted areas AR always overlaps at least one of the plurality of connecting members 93 in the moving step (second step ST2 described above). state is maintained. In other words, when the panel conveying device 10 moves along the rails 91, at least one of the plurality of restraint areas AR always maintains a state of overlapping with at least one of the plurality of connecting members 93. It will be done. The reason why the overlap state is maintained will be explained in more detail with reference to FIG.

In FIG. 11, 'S', 'A', 'B', 'C' and 'D' respectively correspond to the restricted area AR. For the sake of convenience, "S", "A", "B", "C", and "D" are drawn in the shape of a truck, but the restraint area is actually in the vicinity of the derailment prevention roller 31. It is a virtual area showing that “S” indicates a reference restraint area, in other words, the restraint area closest to the first end 911 of the rail 91 among the plurality of restraint areas.

In the example shown in FIG. 11, the distance from the left end of the restricted area S to the restricted area A is G or less. Restricted area B has a distance from the left end of restricted area S that is greater than or equal to G and less than or equal to 2G. Restricted area C has a distance from the left end of restricted area S of 2G or more and 3G or less. Restricted area D has a distance of 3G or more and 4G or less from the left end of restricted area S. FIG.

In this case, as shown in FIG. 11A, the restraint area A is virtually moved toward the first end 911 by a distance of zero (in other words, the restraint area A is maintained without being moved), The restraint region B is virtually moved toward the first end 911 by a distance G, the restraint region C is virtually moved toward the first end 911 by a distance 2G, and the restraint region D is moved toward the first end 911 by a distance 3G. If it moves virtually to the part 911 side, it will become the arrangement|positioning shown in FIG.11(b).

In the example shown in FIG. 11(b), the constraint region S, the constraint region A' after being virtually moved by a distance of zero, and the two constraint regions B' after being virtually moved by a distance G , two restraint areas C′ after being virtually moved by a distance of 2G, and two restraint areas D′ after being virtually moved by a distance of 3G, thereby forming a continuous virtual restraint having a length of G or more A region ARC is formed.

In the example shown in FIG. 11(b), since the length of the virtual restraint area ARC is greater than the interval G between the connecting members 93, the virtual restraint area ARC always overlaps with one of the connecting members 93. It will happen.

Next, from the arrangement shown in FIG. 11B, the restraint area A′ is moved toward the second end 912 by a distance of zero, the restraint area B′ is moved toward the second end 912 by a distance of 2G, 11(c) (in other words, , the original arrangement shown in FIG. 11(a)).

In FIG. 11(b), the relative arrangement of the restraint area B' with respect to the first connecting member 93-1 is equivalent to the relative arrangement of the restraint area B with respect to the second connecting member 93-2 in FIG. 11(c). be. This is because, in FIG. 11(c), the second connecting member 93-2 is located at a distance G to the right from the first connecting member 93-1, while from the position shown in FIG. 11(b) This is because the restricted area B' has been moved rightward by the distance G to the position shown in FIG. 11(c).

Similarly, the relative arrangement of the restraint area C' with respect to the first connection member 93-1 in FIG. 11(b) is equivalent to the relative arrangement of the restraint area C with respect to the third connection member 93-3 in FIG. 11(c). is. Also, the relative arrangement of the restraint area D' to the first connecting member 93-1 in FIG. 11(b) is equivalent to the relative arrangement of the restraint area D to the fourth connecting member 93-4 in FIG. 11(c). be.

From the above, in the arrangement shown in FIG. 11(c), any of the restraint areas S, A, B, C, and D will necessarily overlap with any of the connecting members 93. As shown in FIG. Thus, the arrangement of the multiple restraint areas S, A, B, C, D shown in FIG. , A', B', C', and D'.

In addition, as illustrated in FIG. 11A, the distance between two adjacent restricted areas may be different from the distance between other two adjacent restricted areas. Also, the distance between two adjacent restraint areas may be equal to or less than the interval G, or may be equal to or greater than the interval G. For example, in the example shown in FIG. 11A, the distance between the leftmost restricted area S and the second leftmost restricted area A is the interval G or less. Alternatively, the distance between the leftmost constrained region S and the second constrained region A from the left may be greater than or equal to the interval G.

In the example shown in FIG. 10 or FIG. 11(a), there is a space between two adjacent constrained regions. Nevertheless, in the example shown in FIG. 10 or FIG. 11(a), an effect equivalent to the case where a continuous virtual restraint area ARC having a length of G or more is formed is exhibited.

Next, optional additional configurations that can be employed in the first embodiment will be described with reference to FIGS. 1 to 22. FIG.

(Number of Restricted Areas AR Overlapped with Connecting Member 93)
In the first embodiment, when the panel conveying device 10 moves along the rails 91, the number of the restraint areas AR that overlap at least one of the plurality of connecting members 93 is always two or more and three. It is preferable that the number is 4 or more. In this case, two or more restraint areas AR for preventing the panel conveying device 10 from deviating from the track defined by the rails 91 exist along the running direction of the panel conveying device 10. Therefore, the panel conveying device 10 sway, vibration, or lateral movement is further suppressed. As described above, the restraint area AR is an area in which the distance from the derailment prevention roller 31 (more specifically, the center of the derailment prevention roller 31) in the direction along the first direction DR1 is equal to or less than the set threshold TH. Meaning, the set threshold TH is 60 cm (or 50 cm, 40 cm, 30 cm, or 20 cm).

In the example shown in FIG. 12, when the panel conveying device 10 moves along the rail 91, the number of restraint areas AR that overlap at least one of the plurality of connecting members 93 is always four or more. . For example, in FIG. 12(a), the first restraint area AR-1 and the second restraint area AR-2 overlap the first connecting member 93-1, the fifth restraint area AR-5 and , the sixth restraint area AR-6 overlaps the second connecting member 93-2. 12(b), the third restraint area AR-3, the fourth restraint area AR-4, the fifth restraint area AR-5, and the sixth restraint area AR-6 are connected to the second connecting member 93. It overlaps with -2. Incidentally, in the example shown in FIG. 12, a part of the first restraint area AR-1, the second restraint area AR-2, the fifth restraint area AR-5, and the sixth restraint area AR-6 is a panel transport as an entity. It protrudes beyond the area where the device 10 exists. The absence of the actual panel conveying device 10 in the protruding region does not affect the effect of suppressing the rocking, vibration, or lateral movement of the panel P at all. Therefore, in this specification, regardless of whether or not the restraint area AR protrudes beyond the area in which the panel conveying device 10 as an entity exists, the distance from the derailment prevention roller 31 is set to the set threshold value TH (for example, 60 cm) is defined as a restricted area AR. Of course, it is possible to define the restraint area AR by limiting it to the area where the panel conveying device 10 as an entity exists. I don't.

(Bogie unit 2)
The panel transport device 10 has at least one carriage unit 2 . Several examples of the carriage unit 2 that can be employed in the panel conveying device 10 will be described below.

(First example of truck unit 2: truck unit 2A)
In the example shown in FIG. 13, the truck unit 2A comprises a truck body 20, main rollers 21, and a derailment prevention assembly 30 having derailment prevention rollers 31 and derailment prevention roller support members 32.

In the example shown in FIG. 13, the carriage body 20 is made of a plate material (for example, a metal plate). When the carriage body 20 is made of a plate material, the weight of the carriage body 20 can be reduced. The carriage body 20 may be configured by one part, or may be configured by an assembly of a plurality of parts. In the example illustrated in FIG. 13 , the truck body 20 has side portions 24 (more specifically, first side portion 24 a and second side portion 24 b ) and bottom portion 23 .

In the example shown in FIG. 13, the truck unit 2A has a plurality of main rollers 21, and the plurality of main rollers 21 includes a first main roller 21a and a second main roller 21b. Each of the plurality of main rollers 21 is supported by the side portion 24 of the carriage body 20 . In the example illustrated in FIG. 13 , each of the first main roller 21 a and the second main roller 21 b is a roller having a size larger than that of the derailment prevention roller 31 .

The first main roller 21a is, for example, an upper roller that contacts the rail 91 (more specifically, the first rail 91a) from above ("above" includes obliquely above). The second main roller 21b is, for example, an upper roller that contacts the rail 91 (more specifically, the second rail 91b) from above ("above" includes diagonally above).

As illustrated in FIG. 13, the plurality of main rollers 21 may include a third main roller 21c and a fourth main roller 21d.

The derailment prevention assembly 30 is an assembly (in other words, an assembly) including a derailment prevention roller 31 and a derailment prevention roller support member 32 . The derailment prevention assembly 30 is connected to the bogie body 20 . The anti-derailment assembly 30 may include an operating lever 34 .

As illustrated in FIG. 14, the posture of the derailment prevention assembly 30 changes between a first posture (see FIG. 14(a)) and a second posture (see FIG. 14(b)). It is possible.

The first posture (see FIG. 14(a)) is the posture of the derailment prevention assembly 30 in which the derailment prevention roller 31 can pass between the first rail 91a and the second rail 91b. The second posture (see FIG. 14(b)) is a posture of the derailment prevention assembly 30 in which the derailment prevention roller 31 cannot pass between the first rail 91a and the second rail 91b.

In the example shown in FIG. 14, the posture of the derailment prevention assembly 30 is divided into a first posture in which the derailment prevention roller 31 can pass between the first rail 91a and the second rail 91b, and a first posture in which the derailment prevention roller 31 can pass between the first rail 91a and the second rail 91b. 91b can be changed to a second posture in which the derailment prevention roller 31 cannot pass. In this case, the derailment prevention assembly 30 is moved so that the derailment prevention roller 31 crosses between the first rail 91a and the second rail 91b while the derailment prevention assembly 30 is in the first orientation, and then the derailment prevention assembly 30 is moved. The orientation of the prevention assembly 30 can be changed from the first orientation to the second orientation. In this way, the panel conveying device 10 including the carriage unit 2A can be quickly attached to the rails 91. As shown in FIG.

In the example shown in FIG. 14, the number of derailment prevention assemblies 30 that the truck unit 2A has is one, but the number of derailment prevention assemblies 30 that the truck unit 2A has may be two or three or more. good too.

In the example shown in FIG. 14, the derailment prevention rollers 31 include a first rail side derailment prevention roller 31a that contacts the first rail 91a and a second rail side derailment prevention roller 31b that contacts the second rail 91b. Each of the first rail-side derailment-preventing roller 31a and the second rail-side derailment-preventing roller 31b is, for example, a lower roller that contacts the rail 91 from below ("below" includes obliquely downward). .

In the example shown in FIG. 13, the position of the derailment prevention roller 31 in the direction along the first direction DR1 does not overlap the position of the main roller 21 in the direction along the first direction DR1. In this case, if there is a step at the joint between the rails 91, or if other members (if necessary, see the band 95 in FIG. 2) are arranged on the surface of the rails 91, the truck unit 2A , it is easy to get over the step or the other member.

The rail contact surface of the derailment prevention roller 31 is made of metal, for example. Alternatively, the rail contact surface of the derailment prevention roller 31 may be made of resin.

The derailment prevention roller support member 32 supports the derailment prevention roller 31 . In the example shown in FIG. 14(b), the derailment prevention roller support member 32 includes a first leg portion 322a that supports the first rail side derailment prevention roller 31a, and a second leg portion 322a that supports the second rail side derailment prevention roller 31b. and legs 322b.

The derailment prevention roller support member 32 is attached to the carriage body 20 so as to be rotatable about the first axis AX1. 14 ( a)) to the second posture (see FIG. 14(b)). Further, by rotating the derailment prevention roller support member 32 relative to the bogie body 20 around the first axis AX1 in the second rotation direction R2 (in other words, the direction opposite to the first rotation direction R1), , the posture of the derailment prevention assembly 30 can be changed from the second posture (see FIG. 14(b)) to the first posture (see FIG. 14(a)).

The operation lever 34 is a lever for performing an operation to fix the derailment prevention roller support member 32 to the truck body 20 and/or an operation to release the fixation of the derailment prevention roller support member 32 to the truck body 20 . In the example shown in FIG. 14(b), when the operating lever 34 is operated in the first operating direction, the threaded rod 331 advances toward the distal end of the threaded rod. Thus, the derailment prevention roller support member 32 is fixed to the carriage body 20 . Further, in the example shown in FIG. 14(b), when the operating lever 34 is operated in the second operating direction, the threaded rod 331 retreats to the base end side of the threaded rod. Thus, the fixation of the derailment prevention roller support member 32 to the carriage body 20 is released.

In the example shown in FIG. 14( a ), the carriage unit 2A has intermediate rollers 27 . The middle roller 27 contacts the rail 91 from the side. The middle roller 27 suppresses lateral movement of the truck unit 2A (in other words, movement in a direction parallel to the third direction DR3). In the example shown in FIG. 14( a ), the middle roller 27 is supported by the bottom portion 23 of the carriage body 20 .

(Second example of truck unit 2: truck unit 2B)
In the example shown in FIG. 15 , the truck unit 2B comprises a truck body 20 , main rollers 21 , and a derailment prevention assembly 30 having derailment prevention rollers 31 and derailment prevention roller support members 32 . Further, the carriage unit 2B is provided with intermediate rollers 27 . The truck unit 2B has a truck main body 20 having a first frame 20a and a second frame 20b, and derailment prevention assemblies (30; 30b) are supported by each of the first frame 20a and the second frame 20b. It is different from the truck unit 2A in this point. Otherwise, truck unit 2B is similar to truck unit 2A. Regarding the carriage unit 2B, the description will focus on the points that are different from the carriage unit 2A, and the repeated description of the matters that have already been explained with respect to the carriage unit 2A will be omitted.

In the truck unit 2B, the truck body 20 has a first frame 20a and a second frame 20b.

In the example shown in FIG. 15, the first frame 20a supports the main rollers 21. As shown in FIG. In the example shown in FIG. 15, the members supported by the first frame 20a are the same as the members supported by the carriage body 20 in FIG. In other words, in the description of the truck unit 2A, if the "truck main body 20" is read as the "first frame 20a", the members supported by the first frame 20a (the main roller 21, the derailment prevention assembly 30, the middle roller 27).

The first frame 20a is connected to the second frame 20b. In the example illustrated in FIG. 15, the first frame 20a provides the first portion 201 of the second frame 20b with a first swinging motion parallel to the width direction (more specifically, the third direction DR3) of the first frame 20a. It is connected so as to be able to swing around the drive shaft AT1. When the first frame 20a is swingable about the first swing axis AT1 with respect to the second frame 20b, the rollers (for example, the main rollers 21) supported by the first frame 20a are positioned at the steps of the rails 91, Alternatively, other members on the surface of rail 91 (see band 95 in FIG. 2 if necessary) can be smoothly climbed over. Note that the relative motion of the first frame 20a with respect to the first portion 201 of the second frame 20b may be substantially constrained except for the motion about the first swing axis AT1 (of course, the first swing axis Motion in any direction is allowed within the play reserved to allow motion about AT1).

In the example shown in FIG. 15, the second anti-derailment assembly 30b is coupled (more specifically fixed) to the second portion 202 of the second frame 20b. The second derailment prevention assembly 30 b has a derailment prevention roller 31 and a derailment prevention roller support member 32 that supports the derailment prevention roller 31 . The posture of the second derailment prevention assembly 30b is a first posture in which the derailment prevention roller 31 can pass between the first rail 91a and the second rail 91b, and a position between the first rail 91a and the second rail 91b. It is preferable that the derailment prevention roller 31 can change its posture between the second posture and the non-passable second posture. The second derailment prevention assembly 30b may have the same structure as the derailment prevention assembly 30 fixed to the first frame 20a.

In the example illustrated in Figure 15, the first frame 20a and the second frame 20b are each rigid frames. The cross-sectional shape of the first frame 20a perpendicular to the longitudinal direction may be substantially L-shaped, substantially C-shaped, or substantially rectangular frame-shaped. The cross-sectional shape of the second frame 20b perpendicular to the longitudinal direction may be substantially L-shaped, substantially C-shaped, or substantially rectangular frame-shaped.

(Third example of truck unit 2: truck unit 2C)
In the example illustrated in FIG. 16, the truck unit 2C includes a truck body 20, main rollers 21, a derailment prevention assembly 30, and a second derailment prevention assembly 30b. Further, the carriage unit 2</b>C includes intermediate rollers 27 . The carriage body 20 of the carriage unit 2C includes a first frame 20a and a second frame 20b.

The truck unit 2C differs from the truck unit 2B in that the derailment prevention assembly 30 is fixed to the second frame 20b instead of the first frame 20a. Otherwise, truck unit 2C is similar to truck unit 2B.

(Fourth example of truck unit 2: truck unit 2D)
In the example shown in FIG. 17, the truck unit 2D includes a truck body 20, main rollers 21, a derailment prevention assembly 30, and a second derailment prevention assembly 30b. Further, the carriage unit 2D includes intermediate rollers 27. As shown in FIG. The carriage body 20 of the carriage unit 2D includes a first frame 20a, a second frame 20b, and a third frame 20c.

The truck unit 2D differs from the truck unit 2B in that the second anti-derailment assembly 30b is fixed to the third frame 20c instead of the second frame 20b. Otherwise, truck unit 2D is similar to truck unit 2B. Regarding the truck unit 2D, the description will focus on the differences from the truck unit 2A and the truck unit 2B, and the repeated description of the items already explained with respect to the truck unit 2A or the truck unit 2B will be omitted.

In the truck unit 2D, the members supported by the first frame 20a (eg, the main roller 21, the derailment prevention assembly 30, etc.) are the same as the members supported by the first frame 20a in the truck unit 2B. Also, in the truck unit 2D, the connection structure between the first frame 20a and the second frame 20b is the same as the connection structure between the first frame 20a and the second frame 20b in the truck unit 2B. Therefore, repeated descriptions of the members supported by the first frame 20a and the connection structure between the first frame 20a and the second frame 20b will be omitted.

In the example shown in FIG. 17, the third frame 20c supports the main rollers 21. As shown in FIG. In the example shown in FIG. 17, the members supported by the third frame 20c are the same as the members supported by the carriage body 20 in FIG. In other words, in the description of the truck unit 2A, if the "truck main body 20" is read as the "third frame 20c", the members supported by the third frame 20c (the main roller 21, the derailment prevention assembly 30, the middle roller 27).

The third frame 20c is connected to the second frame 20b. In the example illustrated in FIG. 17, the third frame 20c provides the second portion 202 of the second frame 20b with a second swinging motion parallel to the width direction of the third frame 20c (more specifically, the third direction DR3). It is connected so as to be able to swing around the drive shaft AT2. When the third frame 20c can swing about the second swing axis AT2 with respect to the second frame 20b, the rollers (for example, the main rollers 21) supported by the third frame 20c can move along the steps of the rails 91, Alternatively, other members on the surface of rail 91 (see band 95 in FIG. 2 if necessary) can be smoothly climbed over. Note that the relative motion of the third frame 20c with respect to the second portion 202 of the second frame 20b may be substantially constrained except for the motion around the second swing axis AT2 (of course, the second swing axis Motion in any direction is allowed within the play reserved to allow motion about AT2).

In the example illustrated in Figure 17, the first frame 20a, the second frame 20b and the third frame 20c are each rigid frames. The cross-sectional shape of each frame (20a, 20b, 20c) perpendicular to the longitudinal direction may be substantially L-shaped, substantially C-shaped, or substantially rectangular frame-shaped.

(Fifth example of truck unit 2: truck unit 2E)
A truck unit 2E shown in FIG. 18 is configured by connecting a plurality of sub truck units SD via a connection frame 20d. More specifically, the second frame 20b of each of the plurality of sub-carriage units SD is fixed to the connecting frame 20d via fastening members 28 such as bolts. The plurality of sub-carriage units SD fixed to the connecting frame 20d may be the above-mentioned truck units (2B, 2C, 2D) or other truck units. Further, the plurality of sub-carriage units SD fixed to the connecting frame 20d may all be of the same type, or may include two or more different types of sub-carriage units.

Note that the connecting frame 20d is a rigid frame. The cross-sectional shape of the connecting frame 20d perpendicular to the longitudinal direction may be substantially L-shaped, substantially C-shaped, or substantially rectangular frame-shaped. The length of the connecting frame 20d is, for example, 60 cm or longer, 120 cm or longer, or 180 cm or longer.

In the example shown in FIG. 18, a truck unit 2E is formed by rigidly connecting a plurality of sub truck units SD with a connecting frame 20d. In this specification, the term “rigid connection” means connection in which the relative positions and relative angles of two connected objects do not substantially change.

In the example shown in FIG. 18, the panel transport device 10 has a plurality of sub-carriage units SD and a connection frame 20d that rigidly connects the plurality of sub-carriage units SD. Further, each of the plurality of sub-carriage units SD has a derailment prevention roller 31 . In this case, the effect of suppressing rocking, vibration, or lateral movement produced by one derailment prevention roller 31 positioned within 60 cm from the connecting member 93 also extends to the other derailment prevention rollers 31 . Therefore, rocking, vibration, or lateral movement of the panel conveying device 10 is further suppressed, and the panel P can be conveyed more stably. In particular, when the length of the connecting frame 20d is 120 cm or more, or 180 cm or more, the effect of stabilizing the transportation of the panel P is great.

(Length of carriage body 20)
In the example shown in FIGS. 15 to 18, the carriage body 20 has an elongated shape in the direction along which the rails 91 extend. The aspect ratio of the truck body 20 (in other words, the value obtained by dividing the length of the truck body 20 by the maximum width of the truck body 20) is, for example, 3 or more, 5 or more, or 8 or more. The length of the carriage body 20 may be 60 cm or longer, 120 cm or longer, or 180 cm or longer.

(Panel support member 51)
In the example shown in FIG. 19, the panel conveying device 10 has a panel support member 51 that supports the panel P in an upright posture. In the example shown in FIG. 19, the panel conveying device 10 supports one end of the long panel Ps. The other end of the long panel Ps may be supported by the second panel conveying device 10'. The panel conveying device 10 and the second panel conveying device 10' may be connected via any connector. Alternatively, the panel conveying device 10 and the second panel conveying device 10' may be connected only via the long panel Ps. In other words, the long panel Ps, which is the object to be conveyed, may function as a member that connects the panel conveying device 10 and the second panel conveying device 10'. In the example shown in FIG. 19, the panel support member 51 is attached to the carriage body 20 (more specifically, the connecting frame 20d) of the panel conveying device 10. As shown in FIG.

(Drive carriage 6)
The panel conveying system 1 in the first embodiment may have a drive carriage 6 . The driving carriage 6 can travel along the rails 91 (more specifically, the first rails 91a and the second rails 91b).

In the example shown in FIG. 20 , the drive truck 6 comprises a drive truck body 60 , main rollers 61 supported by the drive truck body 60 , and a derailment prevention assembly 70 . The derailment prevention assembly 70 has a derailment prevention roller 71 and a derailment prevention roller support member 72 . A derailment prevention assembly 70 is connected to the drive truck body 60 .

In the driving carriage 6, the derailment prevention assembly 70 has a first orientation in which the derailment prevention roller 71 can pass between the first rail 91a and the second rail 91b, and a first orientation in which the derailment prevention roller 71 can pass between the first rail 91a and the second rail 91b. It is preferable that the derailment prevention roller 71 can change the posture between the second posture and the second posture in which the derailment prevention roller 71 cannot pass. When the posture of the derailment prevention assembly 70 is the second posture, the driving carriage 6 can travel along the rails 91 .

In the example illustrated in FIG. 20 , the drive carriage 6 includes a motor 81 and a control device 83 that controls driving of the motor 81 . A motor 81 drives at least one of the main rollers 61 as a drive roller. The drive carriage 6 may include a battery that powers the motor 81 and/or a receiver (more specifically, an antenna) that receives control commands from an external controller.

In the example illustrated in FIG. 20 , the driving carriage 6 has a first connecting portion 62 that can be connected to the panel conveying device 10 . Further, the panel conveying device 10 has a second connecting portion 12 that can be connected to the first connecting portion 62 . By connecting the first connecting portion 62 of the driving carriage 6 to the second connecting portion 12 of the panel conveying device 10 , the panel conveying device 10 can move along the rails 91 together with the driving carriage 6 .

As illustrated in FIG. 21( b ), when the drive carriage 6 travels along the rail 91 in the first direction DR1, the panel conveying device 10 moves through the second connecting portion 12 and the first connecting portion 62 . , the driving carriage 6 in the direction toward the rail 91 (see the arrow in FIG. 21(b)). In this case, when the driving truck 6 travels along the rails 91 in the first direction DR<b>1 , the main rollers 61 of the driving truck 6 are prevented from slipping on the rails 91 . Normally, the greater the weight of the object to be conveyed mounted on the panel conveying device 10, the greater the possibility of the main rollers 61 of the driving carriage 6 slipping. On the other hand, in the above configuration, as the weight of the object to be conveyed mounted on the panel conveying device 10 increases, the pressing force with which the panel conveying device 10 presses the driving carriage 6 in the direction toward the rail 91 increases. Advantageously, the likelihood of roller 61 slipping is reduced.

In the above configuration, for example, the first connecting portion 62 and the second connecting portion 12 move the driving carriage 6 relative to the panel conveying device 10 in the first direction DR1, and the panel conveying device 10 moves the driving carriage 6 to the rails 91 . It is realized by having a first conversion mechanism Q1 that converts the pressing force to a pressing force that presses toward. Even if the first conversion mechanism Q1 includes a first inclined surface 121 (more specifically, a first inclined surface 121 whose height decreases as it approaches the driving carriage 6) provided in the second connecting portion 12, good. In this case, when the driving carriage 6 moves away from the panel conveying device 10 , the first connecting portion 62 of the driving carriage 6 is pressed downward by the first inclined surface 121 . Alternatively, the first conversion mechanism Q1 converts the relative movement of the first connecting portion 62 with respect to the second connecting portion 12 into a force with which the second connecting portion 12 presses the first connecting portion 62 downward. link mechanism, gear mechanism, or spring mechanism.

As illustrated in FIG. 21(c), when the driving carriage 6 travels along the rail 91 in the second direction DR2, the panel conveying device 10 moves through the second connecting portion 12 and the first connecting portion 62. , the driving carriage 6 in the direction toward the rail 91 (see the arrow in FIG. 21(c)). In this case, when the driving truck 6 travels along the rails 91 in the second direction DR<b>2 , the main rollers 61 of the driving truck 6 are prevented from slipping on the rails 91 .

In the above configuration, for example, the first connecting portion 62 and the second connecting portion 12 allow the panel conveying device 10 to move the driving cart 6 relative to the panel conveying device 10 in the second direction DR2. It is realized by having a second conversion mechanism Q2 that converts the pressing force to a pressing force that presses toward. Even if the second conversion mechanism Q2 includes a second inclined surface 122 provided in the second connecting portion 12 (more specifically, the second inclined surface 122 whose height decreases as the distance from the driving carriage 6 increases). good. In this case, when the driving carriage 6 moves toward the panel conveying device 10 , the first connecting portion 62 of the driving carriage 6 is pressed downward by the second inclined surface 122 . Alternatively, the second conversion mechanism Q2 converts the relative movement of the first connecting portion 62 with respect to the second connecting portion 12 into a force with which the second connecting portion 12 presses the first connecting portion 62 downward. link mechanism, gear mechanism, or spring mechanism.

In the example shown in FIG. 21( a ), the second connecting portion 12 has a concave portion 120 with an open bottom, and the concave portion 120 includes a first inclined surface 121 and a second inclined surface 122 . The first connecting portion 62 also has a sliding member 625 that can slide on the first inclined surface 121 and the second inclined surface 122 . In this case, the first connecting portion 62 and the second connecting portion 12 can be connected by hooking the concave portion 120 on the sliding member 625 from above. Therefore, the first connecting portion 62 and the second connecting portion 12 can be connected in a short time. In addition, the sliding member 625 is, for example, a pin member.

(Second step ST2: movement step)
When the panel conveying system 1 includes the above-described first conversion mechanism Q1 and/or the second conversion mechanism Q2, when the panel conveying device 10 moves, the driving carriage 6 is directed toward the rail 91 by the panel conveying device 10. pressed. In other words, the above-described second step ST2 (moving step) of the panel conveying method involves relative movement between the driving carriage 6 and the panel conveying device 10 so that the panel conveying device 10 directs the driving carriage 6 toward the rail 91. It will include converting to a pressing force to press. In this case, the driving carriage 6 (more specifically, the main roller 61 ) is prevented from slipping on the rail 91 .

(Second panel conveying device 10')
In the example shown in FIG. 22, the panel conveying system 1 includes the driving carriage 6, the panel conveying device 10 that supports the first portion P1 of the panel P (for example, the end on the driving carriage 6 side), and the panel P and a second panel carrier 10' supporting two parts P2 (the end opposite the drive carriage 6). Additionally, the panel transport system 1 may have a third panel transport device that supports a third portion of the panel P. As shown in FIG.

Since the driving carriage 6 and the panel conveying device 10 have already been explained, a repeated explanation of these configurations will be omitted.

The second panel conveying device 10' may be a conveying device having the same structure as the panel conveying device 10, or may be a conveying device having another structure. In the example shown in FIG. 22, the panel conveying device 10 includes a first panel supporting member 51a that supports the first portion P1 of the panel P, and the second panel conveying device 10' includes the second portion P1 of the panel P. A second panel support member 51b is provided to support P2.

The second panel conveying device 10 ′ has a plurality of derailment prevention rollers 31 that prevent the second panel conveying device 10 ′ from derailing from the rails 91 . The second panel transport device 10 ′ may have a carriage body 20 and an anti-derailment assembly 30 and may have intermediate rollers 27 . Since the derailment prevention roller 31, the carriage main body 20, the derailment prevention assembly 30, and the intermediate roller 27 have already been described, a repeated description of these configurations will be omitted.

The second panel transport device 10' may have the above-described carriage units (2A, 2B, 2C, 2D), and a plurality of sub-carriage units SD includes a carriage unit 2E connected by a connection frame 20d. may have.

(First step ST1: panel mounting process)
When the panel conveying system 1 has the panel conveying device 10 and the second panel conveying device 10', the above-described panel mounting process attaches the first portion P1 of the panel P via the first panel support member 51a. and attaching the second portion P2 of the panel P to the second panel carrier 10' via a second panel support member 51b.

(Second step ST2: movement step)
When the panel conveying system 1 has the panel conveying device 10 and the second panel conveying device 10', the panel conveying device 10 and the second panel conveying device 10' move along the rails 91 in the moving process described above. When moving, (1) the distance between at least one of the plurality of derailment prevention rollers 31 of the panel conveying device 10 and at least one of the plurality of connecting members 93 is 60 cm or less (or 50 cm or less, 40 cm or less, 30 cm or less, or 20 cm or less); Preferably, the distance between one is maintained at 60 cm or less (or 50 cm or less, 40 cm or less, 30 cm or less, or 20 cm or less).

For each of the panel conveying device 10 and the second panel conveying device 10', the distance between at least one of the plurality of derailment prevention rollers 31 and at least one of the plurality of connecting members 93 is 60 cm or less. , the swinging of the first portion P1 of the panel P is suppressed, and the swinging of the second portion P2 of the panel P is suppressed. As a result, the long panel Ps can be stably transported.

Alternatively or additionally, in the moving step described above, when the panel conveying device 10 and the second panel conveying device 10' move along the rail 91, (1) the plurality of panel conveying devices 10 have At least one of the plurality of restraint areas AR whose distance from each of the derailment prevention rollers 31 is 60 cm or less (or 50 cm or less, 40 cm or less, 30 cm or less, or 20 cm or less) is one of the plurality of connecting members 93. (2) The distance from each of the plurality of derailment prevention rollers 31 of the second panel conveying device 10 ′ is 60 cm or less (or 50 cm or less, 40 cm or less, 30 cm It is preferable that at least one of the plurality of restraint areas AR that is less than or equal to 20 cm or less overlaps with at least one of the plurality of connecting members 93 .

In addition, when the second panel conveying device 10' moves along the rail 91, the number of restraint areas AR in the second panel conveying device 10' that overlaps with at least one of the plurality of connecting members 93 is It is preferable that the number is always 2 or more, 3 or more, or 4 or more.

As illustrated in FIG. 22, the second step ST2 (moving step) is executed in a state where the second panel conveying device 10′ is connected to the panel conveying device 10 only through the panel P. good too. Alternatively, the second panel carrier 10' may be directly connected to the panel carrier 10A via any coupling.

(Second embodiment)
A panel conveying system 1D according to the second embodiment will be described with reference to FIGS. 23 to 26. FIG. 23 and 24 are schematic side views schematically showing a panel conveying system 1D according to the second embodiment. FIG. 25 is a schematic cross-sectional view schematically showing an example of arrangement of the detection rods 41a and 41b. FIG. 26 is a schematic cross-sectional view schematically showing an example of arrangement of the detection plate 41c.

In the second embodiment, the points different from the first embodiment will be mainly described, and repeated descriptions of items already described in the first embodiment will be omitted. Therefore, it is needless to say that the items already explained in the first embodiment can be adopted in the second embodiment even if they are not explicitly explained in the second embodiment.

A panel transport system 1D in the second embodiment includes a panel transport device 10 on which a panel P is mounted, a driving carriage 6 connected to the panel transport device 10, a long member 41 for collision detection, and a collision detection sensor. 43 and a controller 83 .

The panel conveying device 10 and the driving carriage 6 constitute the main traveling body M. As shown in FIG. In other words, the main traveling body M includes the panel conveying device 10 and the driving carriage 6 . Regarding the panel conveying device 10 and the driving carriage 6, the explanation in the first embodiment is used, and the repeated explanation of the panel conveying device 10 and the driving carriage 6 is omitted.

The long member 41 for collision detection is provided on the front side of the main traveling body M in the traveling direction so as to be movable together with the main traveling body M. As shown in FIG. The elongate member 41 preferably extends in the height direction. More specifically, the longitudinal direction of the long member 41 is preferably substantially parallel to the vertical direction. In this case, the object W present on the front side of the main traveling body M in the traveling direction can be detected within the range of the height of the long member 41 . The elongated member 41 may be a rod member or a plate member.

The collision detection sensor 43 detects a collision of the object W against the elongated member 41 according to the state change of the elongated member 41 . The object W is any object that can enter the front side of the main traveling body M in the traveling direction. The object W may be a part of the worker's body, or may be a member, part, or structure existing on site.

A change in the state of the long member 41 detected by the collision detection sensor 43 is typically a change in posture of the long member 41 . For example, the collision detection sensor 43 detects that the elongated member 41 falls or tilts from a preset initial posture. The collision detection sensor 43 may detect impact force received from the elongated member 41 . In the example shown in FIG. 23( a ), the collision detection sensor 43 is arranged at the lower end of the long member 41 .

The control device 83 receives a collision detection signal from the collision detection sensor 43 (in other words, a signal indicating a state change of the long member 41). The collision detection signal may be a signal indicating that the elongated member 41 has fallen or tilted, or may be a signal indicating that the elongated member 41 has received an impact force exceeding a threshold.

The control device 83 stops the driving carriage 6 in response to receiving the collision detection signal from the collision detection sensor 43 .

Since the panel conveying system 1D in the second embodiment has the above-described configuration, the main traveling body M can be quickly stopped when an arbitrary object enters the front side of the main traveling body M in the traveling direction. can.

When the distance traveled by the main traveling body M from when the control device 83 receives the collision detection signal from the collision detection sensor 43 until the main traveling body M comes to a complete stop is defined as a distance DT, the traveling distance of the main traveling body M is The distance D1 from the front end Mp of the direction to the elongated member 41 is preferably greater than the distance DT. The distance D1 is, for example, 100 cm or more, 150 cm or more, or 200 cm or more. Since the distance D1 is greater than the distance DT, the object W that has collided with the long member 41 is prevented from colliding with the main traveling body M (see FIG. 23(b)).

Next, optional additional configurations that can be employed in the second embodiment will be described with reference to FIGS. 23 to 26. FIG.

(Flexible planar object for calling attention)
The panel transport system 1D may include a flexible sheet 45 for calling attention. The flexible planar body 45 fills the space between the front end Mp of the main traveling body M in the running direction and the long member 41 . It is preferable that the flexible sheet-like body 45 is displayed with characters or a pattern calling attention, such as "Caution for collision". The flexible planar body 45 may be made of cloth (in other words, the flexible planar body 45 may be a flag), or may be made of a colored resin film. , and may be made of other materials.

The panel conveying system 1D may be installed in a place with poor visibility, such as between a scaffolding and a building. In such a case, it is not possible to completely eliminate the possibility that the worker unexpectedly sticks out a part of the body to the front side of the main traveling body M in the traveling direction after the elongated member 41 has passed. Therefore, in the example shown in FIG. 23(a), a flexible planar member 45 is arranged to fill the space between the front end Mp of the main traveling body M in the traveling direction and the elongated member 41, so that the operator can call attention to

When the distance from the front end Mp of the main traveling body M in the traveling direction to the long member 41 is the distance D1, the length D2 of the flexible planar body 45 in the direction along the traveling direction of the main traveling body M is the distance It is preferably 2/3 or more, 3/4 or more, or 4/5 or more of D1. In this case, the flexible planar body 45 fills most of the space between the front end Mp of the main traveling body M in the running direction and the long member 41 . Therefore, there is no possibility that the operator will unexpectedly stick out a part of the body to the front side of the main traveling body M in the traveling direction after the elongated member 41 has passed. The length D2 of the flexible planar body 45 in the running direction of the main running body M is, for example, 100 cm or more, 150 cm or more, or 200 cm or more.

The height of the upper end of the flexible sheet 45 is preferably higher than the height of the upper end of the panel P conveyed by the panel conveying device 10 . The height of the upper end of the flexible planar member 45 from the rail 91 is, for example, 90 cm or more, 100 cm or more, or 110 cm or more.

In the example shown in FIG. 23(b), when the object W collides with the long member 41, the length D2 of the flexible planar body 45 in the traveling direction of the main traveling body M is reduced. The reduction in length is achieved by the flexibility of the planar body.

(Extendable member 47)
In the example shown in FIG. 23(a), the panel conveying system 1D includes an expandable member 47 capable of reducing the distance between the long member 41 and the front end Mp of the main traveling body M in the traveling direction.

As described above, after the object W collides with the long member 41, the main traveling body M travels the distance DT before the main traveling body M comes to a complete stop. When the panel conveying system 1D is provided with the elastic member 47, the impact when the object W collides with the long member 41 is alleviated.

In the example shown in FIG. 23(a), the expansion member 47 is a joint that oscillatably connects the first rod member 47a, the second rod member 47b, and the first rod member 47a and the second rod member 47b. 47c. In the example shown in FIG. 23(b), when the object W collides with the long member 41, the joint 47c moves upward, and the first rod member 47a and the second rod member 47b are folded relative to each other. swing. Thus, the length of the elastic member 47 in the traveling direction of the main traveling body M is reduced.

In the example shown in FIG. 23(a), the expandable member 47 includes a plurality of bar members that are pivotably connected. Alternatively or additionally, the elastic member 47 may include a spring that can be expanded and contracted in the running direction of the main traveling body M. Further alternatively, telescoping member 47 may comprise a telescopic member.

In the example shown in FIG. 23(b), when the object W collides with the long member 41, the length of the elastic member 47 in the traveling direction of the main traveling body M is reduced, and the flexibility in the traveling direction of the main traveling body M is reduced. The length of the flexible planar body 45 is also reduced.

(Auxiliary cart unit 2F)
In the example shown in FIG. 23(a), the panel transport system 1D includes an auxiliary carriage unit 2F. The auxiliary carriage unit 2F functions as an auxiliary traveling body that travels ahead of the main traveling body M in the traveling direction. The auxiliary trolley unit 2F supports a long member 41 for collision detection and/or a collision detection sensor 43 . The auxiliary carriage unit 2</b>F may support one end of the flexible planar body 45 . In addition, the auxiliary carriage unit 2F may support one end of the expandable member 47. As shown in FIG. In the example shown in FIG. 23(a), the auxiliary carriage unit 2F swingably supports the end of the first rod member 47a.

The auxiliary carriage unit 2F may be a unit similar to the carriage units (2, 2A, 2B, 2C, 2D, 2E) described above. In the example shown in FIG. 23( b ), the auxiliary carriage unit 2</b>F includes main rollers 21 and derailment prevention rollers 31 . The auxiliary carriage unit 2F may comprise a derailment prevention assembly 30 including derailment prevention rollers 31 . Further, the posture of the derailment prevention assembly 30 is changed from the first posture in which the derailment prevention roller 31 can pass between the first rail 91a and the second rail 91b to the derailment prevention roller 31 between the first rail 91a and the second rail 91b. The posture may be changeable between a second posture in which the prevention roller 31 cannot pass.

(Connecting portion 49)
In the example shown in FIG. 23(b), the panel conveying system 1D includes a connection portion 49 that connects the auxiliary carriage unit 2F to the main traveling body M via the expansion/contraction member 47. As shown in FIG. The connecting portion 49 is preferably detachable from the main traveling body side connecting portion MC arranged on the main traveling body M. As shown in FIG.

The connecting portion 49 may support the other end of the flexible planar body 45 . Also, the connecting portion 49 may support the other end portion of the elastic member 47 . In the example shown in FIG. 23(b), the connecting portion 49 swingably supports the end portion of the second rod member 47b.

As shown in FIG. 24(a), when the main traveling body M can travel in the first direction DR1 and can travel in the second direction DR2, the connecting portion 49 is connected to the main traveling body M. A second main traveling body side that is detachable from the first main traveling body side connecting portion MC1 that is arranged at the front end portion on the first direction DR1 side and that is arranged at the front end portion of the main traveling body M on the second direction DR2 side. It may be detachable from the connecting portion MC2. In this case, by selectively connecting the connecting portion 49 to the first main traveling body side connecting portion MC1 or the second main traveling body side connecting portion MC2, regardless of which direction the main traveling body M travels, It is possible to detect an object entering the front side of the main running body M in the running direction and stop the running of the main running body M.

Alternatively or additionally, as shown in FIG. In addition to the auxiliary truck unit 2F connected to MC1, a second auxiliary truck unit 2F' connected to the second main traveling body side connecting portion MC2 of the main traveling body M via the connecting portion 49' and the expansion member 47'. may be provided. The second auxiliary carriage unit 2F' may support a long member 41' for collision detection, may support a collision detection sensor 43', and may support a flexible planar body 45'. ' may be supported, or one end of the elastic member 47' may be supported. "Collision detection long member 41'", "collision detection sensor 43'", "flexible planar body 45'", and "elastic member 47'" are the same as "collision detection long member 41", Since the configuration is the same as that of the "collision detection sensor 43", the "flexible planar body 45", and the "expandable member 47", repeated description of these will be omitted.

When the panel transport system 1D includes the auxiliary carriage unit 2F on the first direction DR1 side of the main traveling body M and the second auxiliary carriage unit 2F' on the second direction DR2 side of the main traveling body M, the main traveling body In whichever direction M travels, it is possible to detect an object entering the front side of the main traveling body M in the traveling direction and stop the traveling of the main traveling body M.

(Long member 41 for collision detection)
In the example shown in FIG. 25, the long member 41 for collision detection is composed of a plurality of detection rods including a first detection rod 41a and a second detection rod 41b.

In the example shown in FIG. 25, the entire panel P conveyed by the panel conveying device 10 is arranged between the first detection rod 41a and the second detection rod 41b when viewed in the direction along the rail 91. . In this case, the object is prevented or suppressed from colliding with the panel P through detection by the first detection rod 41a and the second detection rod 41b. From the viewpoint of preventing or suppressing a collision with the panel P, the first detection rod 41a moves along the first main roller 21a (the first rail 91a It is preferably positioned outside in the width direction of the inner edge 210a of the main roller 21) that contacts the . Also, the second detection rod 41b is preferably located outside in the width direction of the inner edge 210b of the second main roller 21b (the main roller 21 in contact with the second rail 91b) of the auxiliary carriage unit 2F. The "width direction" here means the width direction of the auxiliary carriage unit 2F.

In the example shown in FIG. 25, the distance D3 between the outer edge of the first detection rod 41a and the outer edge of the second detection rod 41b when viewed along the traveling direction of the auxiliary carriage unit 2F is 169 mm. The distance D4 between the inner edge 210a of the first main roller 21a and the inner edge 210b of the second main roller 21b is 126 mm. The distance D3 between the outer edge of the first detection bar 41a and the outer edge of the second detection bar 41b when viewed in the running direction of the auxiliary carriage unit 2F is the distance between the inner edge 210a of the first main roller 21a and the second main roller 21a. It may be 1.0 times or more, 1.1 times or more, 1.2 times or more, or 1.3 times or more the distance D4 between the roller 21b and the inner edge 210b.

In the example shown in FIG. 25, when viewed along the rail 91, the height of the upper end of the panel P transported by the panel transporting device 10 is lower than the height of the upper end of the first detection rod 41a, and the height of the upper end of the second detection rod 41a It is lower than the height of the upper end of the bar 41b. In this case, the object is prevented or suppressed from colliding with the panel P through detection by the first detection rod 41a and the second detection rod 41b. The height of the upper end of the first detection rod 41a from the rail 91 is, for example, 90 cm or more, 100 cm or more, or 110 cm or more, and the height of the upper end of the second detection rod 41b from the rail 91 is, for example, 90 cm or more. 100 cm or more, 110 cm or more.

In the example shown in FIG. 26, the long member 41 for collision detection is composed of at least one detection plate 41c.

In the example shown in FIG. 26, when viewed along the rail 91, the entire panel P transported by the panel transport device 10 is arranged between the two outer edges (411c, 412c) in the width direction of the detection plate 41c. It is In this case, the object is prevented or suppressed from colliding with the panel P by slipping through detection by the detection plate 41c. It is preferable that the first outer edge 411c be positioned outside in the width direction of the inner edge 210a of the first main roller 21a of the auxiliary carriage unit 2F. Also, the second outer edge 412c is preferably located on the widthwise outer side of the inner edge 210b of the second main roller 21b of the auxiliary carriage unit 2F.

In the example shown in FIG. 26, the distance D5 between the first outer edge 411c and the second outer edge 412c is 169 mm when viewed in the running direction of the auxiliary carriage unit 2F. A distance D4 between the inner edge 210a and the inner edge 210b of the second main roller 21b is 126 mm. The distance D5 between the first outer edge 411c and the second outer edge 412c when viewed in the running direction of the auxiliary carriage unit 2F is the distance between the inner edge 210a of the first main roller 21a and the inner edge 210b of the second main roller 21b. It may be 1.0 times or more, 1.1 times or more, 1.2 times or more, or 1.3 times or more the distance D4 between.

In the example shown in FIG. 26, when viewed along the rail 91, the height of the upper end of the panel P conveyed by the panel conveying device 10 is lower than the height of the upper end of the detection plate 41c. In this case, the object is prevented or suppressed from colliding with the panel P by slipping through detection by the detection plate 41c. The height of the upper end of the detection plate 41c from the rail 91 is, for example, 90 cm or more, 100 cm or more, or 110 cm or more.

In the example shown in FIGS. 25 and 26 , the long members 41 for collision detection pass through the space SP between the scaffolding 111 and the building 112 together with the panel conveying device 10 . In this case, the long member 41 for collision detection and the collision detection sensor 43 project from the scaffolding 111 or the building 112 into the space SP, or from a gap between the scaffolding 111 or the building 112 into the space SP. It is possible to detect protrusions that In this way, these protrusions are prevented or suppressed from colliding with the panel P conveyed by the panel conveying device 10 . The width of the space SP between the scaffolding 111 and the building 112 is approximately 30 cm. The long member 41 for collision detection is most suitable for detecting a protruding object that protrudes into such a narrow space SP.

(control device 83)
The controller 83 (see, for example, FIG. 23( a )) receives a collision detection signal from the collision detection sensor 43 . It is preferable that the controller 83 and the collision detection sensor 43 are configured to be able to transmit signals wirelessly. Upon receiving a collision detection signal from the collision detection sensor 43 , the control device 83 stops driving the drive rollers (for example, at least one of the main rollers 61 ) of the drive carriage 6 . The control device 83 may stop the motor 81 that drives the drive roller by sending a stop signal to the motor 81 .

In the panel conveying system 1 according to the embodiment, the rails 91 may be fixed to the scaffolding at the construction site. The gap between the scaffolding at the construction site and the building is about 30 cm, which is not large. However, in the embodiments described above, the rails 91 can be placed in narrow gaps (eg, gaps between scaffolding and structures at a construction site). However, the rail 91 may be fixed to a place other than the scaffolding at the construction site, or may be laid at a place other than the construction site.

It is clear that the present invention is not limited to the above embodiments or modifications, and that each embodiment or modification can be modified or changed as appropriate within the scope of the technical idea of the present invention. In addition, any component used in each embodiment or each modification can be combined with another embodiment or another modification, and any component in each embodiment or each modification can be It is also possible to omit it.

For example, in the above-described embodiment, regarding the truck unit 2, the auxiliary truck units (2F, 2F'), and the driving truck 6, the attitudes of the derailment prevention assemblies (30, 30b, 70) are the first rail 91a and the second rail 91b. A first posture (see FIG. 14 (a) etc.) in which the derailment prevention roller can pass between and a second posture in which the derailment prevention roller cannot pass between the first rail 91a and the second rail 91b (See FIG. 14(b), etc.). In this case, by changing the posture of the derailment prevention assembly (30, 30b, 70) from the first posture to the second posture, the carriage unit 2, the auxiliary carriage units (2F, 2F'), and the driving carriage 6 can be arranged after laying. can be easily attached to the rail 91 of the

Alternatively, the truck unit 2 or the like may be attached to the rail 91 from the first end 911 (see FIG. 1 etc.) or the second end 912 (see FIG. 1 etc.) of the rail 91. . More specifically, the truck unit 2 and the like may be inserted from the first end 911 or the second end 912 of the rail 91 between the first rail 91a and the second rail 91b. Further, after the insertion, arbitrary stoppers are attached to the first end portion 911 and/or the second end portion 912 so that the carriage unit 2 and the like do not fall off from the first end portion 911 and/or the second end portion 912. may When the truck unit 2 or the like is attached to the rail 91 from the first end 911 and/or the second end 912 of the rail 91, the derailment prevention assembly (30, 30b, 70) has a first posture and a second posture. can be omitted. Therefore, the structure of the truck unit 2 and the like can be simplified.

Further alternatively, arranging the truck unit 2 and the like on the rail 91 may be performed prior to completion of laying the entire rail 91 . For example, one of the first rail 91a and the second rail 91b is laid first, then the truck unit 2 and the like are arranged, and then the truck unit 2 and the like are laid by the first rail 91a and the second rail 91b. The other of the first rail 91a and the second rail 91b may be laid so as to be sandwiched. Alternatively, a first laying area in which both the first rail 91a and the second rail 91b are laid and a second laying area in which only one of the first rail 91a and the second rail 91b is laid are provided, After that, the truck unit 2 and the like are arranged in the second laying area, and then the first rail 91a and the second rail 91b are arranged in the second laying area so that the truck unit 2 and the like are sandwiched between the first rail 91a and the second rail 91b. The other of the rails 91b may be laid. When these laying methods are adopted, the mechanism that allows the posture of the derailment prevention assembly (30, 30b, 70) to be changed between the first posture and the second posture can be omitted. Therefore, the structure of the truck unit 2 and the like can be simplified.

In any of the above-described embodiments, the panel conveying system 1 may include connecting member support members 97 that support the connecting members 93 in a position-correctable manner. In the example shown in FIG. 27, the panel conveying system 1 includes a plurality of connecting member support members 97 that support the plurality of connecting members 93 in a position-correctable manner. In addition, the rail 91 (more specifically, the first rail 91a and the second rail 91b) is connected to a fixed object 96 (for example, a construction on-site scaffolding, etc.).

In the example shown in FIG. 27, among the plurality of connecting members 93, the U-th closest connecting member from the first end 911 (see FIG. 1 etc. if necessary) is referred to as the U-th connecting member 93. -U (In this specification, "U" is any natural number of 1 or more.). In the example shown in FIG. 27, the panel conveying system 1 has a U-th connecting member support member 97-U that supports the U-th connecting member 93-U ("U" may be "1" may be "2", "3", "4", or any other natural number).

In the example shown in FIG. 28, when the direction from one side of the panel conveying device to the other side is defined as the third direction DR3, the U-th connecting member 93-U is moved in the third direction DR3 by frictional force. is positioned with respect to the Uth connecting member support member 97-U in a direction parallel to . The frictional force is applied, for example, by a fastening member 98 (eg, a bolt) that fixes the Uth connecting member 93-U to the Uth connecting member support member 97-U. In the example shown in FIG. 28, the Uth connecting member supporting member 97-U is sandwiched between the Uth connecting member 93-U and the friction plate 99 in order to strengthen the frictional force. Alternatively, the Uth connecting member 93 -U may be sandwiched between the Uth connecting member supporting member 97 -U and the friction plate 99 .

In the example illustrated in FIGS. 29 and 30, the Uth connecting member 93-U receives a load F larger than the frictional force described above in a direction parallel to the third direction DR3. The connecting member 93-U is position-corrected with respect to the U-th connecting member support member 97-U in a direction parallel to the third direction DR3. In the example illustrated in FIG. 29 , the rail 91 is not aligned in the first direction DR1, such as because the fixed object 96 (eg, the scaffolding 111 at the construction site) is not positioned accurately along the first direction DR1. can be assumed to be arranged in a meandering manner. In the example shown in FIGS. 29 and 30 , when the rail 91 meanders, the truck unit 2 travels on the rail 91 to eliminate the meandering of the rail 91 . More specifically, when the rail 91 meanders, the truck unit 2 travels on the rail 91, so that the truck unit 2 is connected to the U-th connection member 93-U via the rail 91 and the third U-connection member 93-U. A load F is applied in a direction parallel to the direction DR3. As a result, the Uth connecting member 93-U is positionally corrected with respect to the Uth connecting member support member 97-U in the direction parallel to the third direction DR3, and the meandering of the rail 91 is eliminated. Before and after the position correction, the U-th connecting member 93-U is positioned with respect to the U-th connecting member supporting member 97-U due to frictional force, so that the U-th connecting member 93-U is It never rattles.

In the example shown in FIG. 29, the Uth connecting member support member 97-U is formed with a long hole portion GU extending in a direction parallel to the third direction DR3. A pin member ZU that can move along the long hole GU is arranged in the U-th connecting member 93-U. The long hole portion GU described above is a pin attached to the U-th connecting member 93-U when the U-th connecting member 93-U is positionally corrected with respect to the U-th connecting member supporting member 97-U. It guides movement of the member ZU in a direction parallel to the third direction DR3.

In the example shown in FIG. 29, a long hole GU is formed in the Uth connecting member support member 97-U, and a pin member ZU movable along the long hole GU is formed in the Uth connecting member 93-U. are placed. Alternatively, a long hole GU is formed in the Uth connecting member 93-U, and a pin member ZU movable along the long hole GU is arranged in the Uth connecting member supporting member 97-U. may Further, the pin member ZU may be configured by part of the fastening member 98 described above.

In the example illustrated in FIG. 28 , the rail 91 is fixed to a fixed object 96 (for example, scaffolding at a construction site) via a connecting member 93 and a connecting member supporting member 97 . Interposing the connecting member supporting member 97 between the connecting member 93 and the fixed object 96 allows the connecting member 93 to be arranged at a position relatively distant from the fixed object 96 . In this case, the fixed object 96 is less likely to interfere with the work of arranging the band 95 on the rail 91 , more specifically, the work of connecting the connecting member 93 and the rail 91 via the band 95 . Therefore, it is possible to perform the work more easily.

By using the panel conveying method and the panel conveying system of the present invention, the panel can be stably conveyed. Therefore, it is useful for traders who carry out work to convey panels and traders who construct panel conveying systems.

1, 1A, 1B, 1C, 1D... panel transport system, 2, 2A, 2B, 2C, 2D, 2E... truck unit, 2F... auxiliary truck unit, 2F'... second auxiliary truck unit, 6... driving truck, DESCRIPTION OF SYMBOLS 10, 10A... Panel conveying apparatus, 10'... 2nd panel conveying apparatus, 11... Rail, 12... 2nd connection part, 20... Carriage main body, 20a... 1st frame, 20b... 2nd frame, 20c... 3rd Frame 20d... Connection frame 21...Main roller 21a...First main roller 21b...Second main roller 21c...Third main roller 21d...Fourth main roller 23...Bottom part 24...Side part 24a First side 24b Second side 27 Intermediate roller 28 Fastening member 30 Derailment prevention assembly 30b Second derailment prevention assembly 31 Derailment prevention roller 31-K Kth 1 derailment prevention roller 31a First rail side derailment prevention roller 31b Second rail side derailment prevention roller 32 Derailment prevention roller support member 34 Operation lever 41 Elongated member for collision detection 41a First detection bar 41b...Second detection bar 41c...Detection plate 43, 43'...Collision detection sensor 45, 45'...Flexible planar body 47, 47'...Extendable member 47a...First detection bar Bar member 47b...Second bar member 47c...Joint 49, 49'...Coupling part 51...Panel support member 51a...First panel support member 51b...Second panel support member 60...Drive carriage Main body 61 Main roller 62 First connecting part 70 Derailment prevention assembly 71 Derailment prevention roller 72 Derailment prevention roller support member 81 Motor 83 Control device 91 Rail 91a Second 1 rail 91b...second rail 93...connecting member 93-1...first connecting member 93-2...second connecting member 93-3...third connecting member 93-4...fourth connecting member, 93-U... Uth connecting member, 93s... specific connecting member, 94... bracket, 95... band, 95a... first band, 95b... second band, 96... fixed object, 97... connection Member support member, 97-U... Uth connection member support member, 98... Fastening member, 99... Friction plate, 111... Scaffolding, 112... Building, 120... Recessed part, 121... First inclined surface, 122... Second Inclined surface 201 First portion 202 Second portion 210a, 210b Inner edge 322a First leg 322b Second leg 331 Threaded rod 411c First outer edge 412c Second Outer edge 625 Sliding member 911 First end 912 Second end GU Long hole , M... main traveling body, MC... main traveling body side connecting part, MC1... first main traveling body side connecting part, MC2... second main traveling body side connecting part, Mp... front end, P... panel, P1... first panel 1 part, P2... second part of panel, PM... main surface of panel, Ps... long panel, Q1... first conversion mechanism, Q2... second conversion mechanism, SD... sub-carriage unit, W... object, ZU... pin member

Claims (14)

A panel mounting step of mounting a panel on a panel conveying device movable along rails fixed via a plurality of connecting members;
a moving step of moving the panel conveying device along the rail,
The panel conveying device has a plurality of derailment prevention rollers that prevent the panel conveying device from derailing from the rail,
In the moving step, the distance between at least one of the plurality of derailment prevention rollers and at least one of the plurality of connection members is maintained at 60 cm or less, or the plurality of derailment prevention rollers at least one of a plurality of restraint areas having a distance of 60 cm or less from each of the plurality of connecting members is maintained in an overlapping state with at least one of the plurality of connecting members. the rails include a first rail and a second rail;
The panel conveying method according to claim 1, wherein the plurality of connecting members connect the first rail and the second rail. The connecting member includes a metal band,
The panel conveying method according to claim 2, wherein the moving step includes the panel conveying device getting over the band. The panel conveying method according to any one of claims 1 to 3, wherein in the moving step, the number of the restraint regions that overlap at least one of the plurality of connecting members is always two or more. The panel conveying device is connected to a drive carriage,
5. The moving step includes converting a relative movement between the driving carriage and the panel conveying device into a pressing force with which the panel conveying device presses the driving carriage toward the rail. The panel conveying method according to any one of 1. the moving step includes moving the panel transport device that supports the first portion of the panel and the second panel transport device that supports the second portion of the panel along the rail;
The second panel conveying device has a plurality of derailment prevention rollers that prevent the second panel conveying device from derailing from the rail,
In the moving step, the distance between at least one of the plurality of derailment prevention rollers of the panel conveying device and at least one of the plurality of connecting members is maintained at 60 cm or less, and the first 6. The distance between at least one of the plurality of derailment prevention rollers and at least one of the plurality of connecting members of the panel conveying device of 2 is maintained at 60 cm or less. 1. The panel conveying method according to item 1. The panel conveying method according to claim 6, wherein the moving step is performed in a state where the second panel conveying device is connected to the panel conveying device only through the panel. The panel transport device has N ("N" is any natural number equal to or greater than 2) restraint areas,
defining the distance between two adjacent connecting members as G;
defining a first restraint area of the plurality of restraint areas that is closest to the first end of the rail;
where "K" is an arbitrary natural number equal to or greater than 2, defining a K-th closest constraint area to the first end of the rail among the plurality of constraint areas as a K-th constraint area;
A distance from the end of the first restraint area on the first end side to the end of the K-th restraint area on the first end side is defined as L(K),
When we define the integer part of the answer of the division L(K)/G as V(K),
When each of the N−1 restraint areas excluding the first restraint area is virtually moved along the rail by a distance V(K) times G to the first end side, the first 8. The panel according to any one of claims 1 to 7, wherein one constraining region and the N-1 constraining regions after being virtually moved form a continuous virtual constraining region having a length of G or more. Conveyance method. a rail;
a plurality of connecting members for fixing the rail;
A panel conveying device movable along the rail,
The panel conveying device has a plurality of derailment prevention rollers that prevent the panel conveying device from derailing from the rail,
Is the distance between at least one of the plurality of derailment prevention rollers and at least one of the plurality of connecting members maintained at 60 cm or less when the panel conveying device moves along the rails? Alternatively, a state is maintained in which at least one of a plurality of restraint areas having a distance of 60 cm or less from each of the plurality of derailment prevention rollers overlaps at least one of the plurality of connecting members. , the arrangement of the plurality of connecting members with respect to the rail, the arrangement of the plurality of derailment prevention rollers in the panel conveying device, or the arrangement of the plurality of restraint areas are set. the rails include a first rail and a second rail;
The panel transport device includes a derailment prevention assembly including the derailment prevention roller,
The posture of the derailment prevention assembly is divided into a first posture in which the derailment prevention roller can pass between the first rail and the second rail, and a posture in which the derailment prevention roller can pass between the first rail and the second rail. 10. The panel conveying system according to claim 9, wherein the attitude can be changed between a second attitude in which the roller cannot pass. The panel conveying device is
a plurality of sub-carriage units;
a connecting frame that rigidly connects the plurality of sub-bogie units,
The panel conveying system according to claim 9 or 10, wherein each of the plurality of sub-carriage units has the derailment prevention roller. a driving carriage connected to the panel conveying device;
an elongated member for collision detection provided movably together with the main traveling body on the front side in the traveling direction of the main traveling body including the panel conveying device and the driving carriage;
a collision detection sensor that detects a collision of an object against the elongated member according to a change in the state of the elongated member;
The panel conveying system according to any one of claims 9 to 11, further comprising a control device that stops traveling of the driving carriage in response to receiving a collision detection signal from the collision detection sensor. 13. The panel conveying system according to claim 12, further comprising a flexible sheet-shaped body for alerting that fills a gap between the front end of the main traveling body in the traveling direction and the elongated member. further comprising a connecting member supporting member that supports the connecting member in a position-correctable manner;
When the direction from one side to the other side of the panel conveying device is defined as a third direction, the connecting member is moved by frictional force with respect to the connecting member support member in a direction parallel to the third direction. positioned,
In response to a load larger than the frictional force acting on the connecting member in a direction parallel to the third direction, the connecting member moves toward the connecting member support member in a direction parallel to the third direction. 14. A panel transport system as claimed in any one of claims 9 to 13 and configured to be positionally compensated for.

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