JPS61196701A - Automatic drive controller of conveying system - Google Patents

Abstract

PURPOSE:To eliminate a complicated work when again shifting to an automatic operation system by holding a temporarily interrupting state without stopping the entire automatic operation system when a facility partly becomes defective. CONSTITUTION:When a request for a temporary interruption of an automatic operation control is generated, conveying vehicles 3 working in each station are held not to shift to next operation after the works are completed by conveying vehicle holding means, and the conveying vehicle 3 traveling on rails is held in the state stopped on next loop antenna. A direction transfer unit 18 and rail changing unit 19 under operation are also held not to shift to the next operation at each operation completing point. When the defect is recovered, the automatic operation is immediately restarted.

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention is installed in, for example, a steel plant, and connects a loading station and an unloading station, and transports hot slabs, etc. by means of a transport vehicle running on twin tracks. The present invention relates to an automatic operation control device for a conveyance system, and particularly relates to improvements in system control means when a request for temporary suspension of automatic operation control occurs.

[Technical Background of the Invention and Problems Therewith] FIG. 18 is a schematic diagram showing the general configuration of an automatic operation control device in a conventional conveyance system of this type. In FIG. 18, reference numeral 1 denotes a track laid to connect a loading station and an unloading station (not shown), and a plurality of loop antennas 2 are arranged at various locations along this track 1. Reference numeral 3 denotes a transport vehicle that runs on the track 1 and transports hot slabs and the like. Reference numeral 4 denotes a relay that is energized when controlling the automatic operation of the transport vehicle 3. When this relay 4 is energized, a normally open contact 5 is activated.
ONL, and guided vehicle operation control signals such as speed commands and traveling direction commands from the computer 6 are sent from the loop antenna 2 to the guided vehicle transceiver 9 via the transmitter/receiver 7 and the switch 8, and this operation control signal The transport vehicle 3 is automatically operated based on the following. During automatic operation, the transmission carrier from the carrier transceiver 9 is received by the loop antenna 2, and the switching device 8. The position of the transport vehicle 3 is detected by sending the signal to the computer 6 via the transmitter/receiver 7.

By the way, in the conventional automatic operation control device having the above configuration, if a failure occurs in a part of the equipment while the transport vehicle 3 is currently being automatically operated based on the operation control signal from the computer 6, the failure location In order to safely carry out work such as repair or replacement of
The entire autonomous driving system was stopped. As a result, all equipment becomes uncontrolled and unmonitored. With Hakushi, the automatic driving system goes into manual mode, so work such as repairing or replacing malfunctioning parts is carried out, but in this case, each piece of equipment is moved manually and its condition often changes. If such a change occurs, the automatic operation control device will not be able to grasp the state of each piece of equipment, and therefore will not be able to immediately shift to automatic operation after the failure is corrected. Therefore, before restarting automatic operation, it is necessary to check whether all equipment has transitioned to automatic operation and is in a stable state, and if equipment cannot be transitioned to automatic operation, it must be repaired manually to a state where it can be transitioned. If so, automatic operation could not be resumed.

In particular, in the guided vehicle 3, when a system stop request is issued, the relay 4 is demagnetized and the normally open contact 5 is turned OFF, and as a result, the operation control signal from the computer 6 is no longer output. When a reception abnormality is detected in the transport vehicle transceiver 9, the transport vehicle 3 operates its own brake and stops. However, at this time, the transport vehicle 3 may stop at a point A where the loop antenna 2 is not present.

However, the position of the transport vehicle 3 is detected by receiving the transmission carrier from the transport vehicle transceiver 9 using the loop antenna 2 and inputting this to the computer 6, as described above. Therefore, when the transport vehicle 3 is stopped at position A as described above, it is impossible to shift to the automatic driving system. Therefore, the carrier vehicle 3 had to be manually moved to the point B where the loop antenna 2 was located, and then transferred to the automatic driving system, which was extremely complicated.

As a result, the conventional apparatus suffers from a decrease in conveyance efficiency and, in turn, a decrease in productivity.

[Purpose of the invention]

The purpose of the present invention is to be able to maintain the automatic driving system in a temporarily suspended state without stopping the entire automatic driving system even if a failure occurs in a part of the equipment, and to eliminate the complicated work required to switch to the automatic driving system again after the failure is repaired. It is an object of the present invention to provide an automatic operation control device for a conveyance system, which can significantly improve conveyance efficiency and productivity.

[Summary of the invention]

In order to achieve the above object, the present invention is characterized by having the following configuration. That is, when a temporary suspension request occurs, the conveyance vehicles that are not working at each station are left in the same state. A guided vehicle that is currently being held is held to prevent it from moving on to the next operation after completing its work, and a guided vehicle that is not running on the track is held in its current state. For a traveling guided vehicle, a guided vehicle holding means holds the moving vehicle in a stopped state on the next loop antenna in the traveling direction among the loop antennas, and a vehicle hold means that does not operate when a temporary interruption request of the automatic driving control occurs. a direction change device holding means for holding the direction change device in the same state as it is, and holding the direction change device in operation so as not to move on to the next operation after completing the operation; and the automatic operation. When a request for temporary interruption of control occurs, the track switching device that is not in operation is held in its current state, and the track switching device that is in operation is held so that it does not move on to the next operation after completing its operation. track switching device holding means; system monitoring means for monitoring the state of the conveyance system temporarily held in a suspended state by each of the holding means; and means for restarting automatic operation from the state interrupted by each of the holding means. It is characterized in that the conveyance system is controlled by automatic operation control means.

[Embodiments of the invention]

FIG. 1 is a diagram showing an outline of an embodiment in which the present invention is applied to a conveyance system in a steel plant.

Note that the same parts as in FIG. 18 are given the same reference numerals and detailed explanations will be omitted. The above-mentioned conveyance system transfers hot slabs such as blooms, slabs, and billets discharged from three continuous casting facilities 10°, 11, and 12, respectively, which serve as loading stations, to the first rolling mill, which serves as an unloading station.
slab yard 13, second slab yard 14. It is unmanned and automatically transported to the third slab yard 15 and other rolling mills 16 by a transport vehicle 3 having a track-type two-axle, four-wheel, rotating bogie truck. At this time, each continuous casting equipment 1
0 to 12, the hot slab does not stagnate or stagnate, and the heat retained in the hot slab is not dissipated in vain, and the heat is transferred from the first slab yard 13 degrees to the second slab yard 14 in the shortest possible time. It is designed to be transported to a third slab yard 15 or another rolling mill 16. Further, when the transport vehicle 3 needs inspection or repair, it is sent to a repair yard 17.

On the other hand, in order to simplify the track 1 and reduce the area occupied in transporting hot slabs, the above-mentioned conveyance system is designed to serve as a direction change device for the conveyance vehicle 3, and is equipped with a traveling track for drawing the conveyance vehicle to each of the stations 10 to 16. A turntable 18 is provided at the switching location, and a trajectory point 19 as a trajectory switching device is provided at the location where the travel trajectory to the repair yard 17 is switched. Further, a railroad crossing 21 is provided at a location where the track 1 and the road 20 intersect.

FIGS. 2(a) and 2(b) are a front view and a side view showing the structure of the transport vehicle 3. FIG. In the figure, 22 is a wheel, 23 is an on-board transmitting antenna, 24 is an on-board receiving antenna, 25 is an on-board transmitting/receiving device, 26 is a drive control device, and 27 and 28 are drive devices. The guided vehicle 3 receives a running direction command and a speed command at the on-board transmitting/receiving device 25 via the on-board receiving antenna 24, and generates a speed pattern according to each command at the drive control device 26, and the driving device 27.28 This serves as a mechanism for driving a motor (not shown).

FIGS. 3(a) and 3(b) show the case where the conveyance vehicle 3 travels on the main track 1, is guided from the track 1 via the turntable 18 to the drop-in track 1a, 1b, and travels on the drop-in track. FIG. 4 is a top view showing the state of the wheel 22 when

FIGS. 4(a) and 4(b) are diagrams showing the structure of the turntable 18. The turntable 18 rotates the track 1 by 900° so that the carrier vehicle 3 can run between the main track 1-1°1-2 and the lead-in track 1a, lb to each service area SA without changing its attitude. It is something that is rotated. FIG.
b) shows the state of the turntable 18 when traveling on the service line tracks 1a and 1b.

FIG. 5 is a diagram showing the structure of the orbit point 19,
In the figure, 29 indicates a drive device. The starting point 19 in this embodiment is the same as the track point used in general railways as shown in the figure, so the explanation will be omitted.

FIG. 6 is a diagram showing the structure of the railroad crossing 21.

As shown in the figure, this level crossing 21 is different from a general railway level crossing in that the doors 30a and 30b are driven by drive devices 31a.

31b, it moves parallel to the track 1 and opens and closes. Note that the solid line in the figure indicates the closed state, and the broken line indicates the open state.

Next, the transport vehicle 3 of the transport system described above. Turntable 18. The configuration of the computer system of the automatic driving control device that collectively controls and manages the track points 19 and the railroad crossings 21 will be described. The automatic driving control II device described above is an automatic control system with a programmable controller at its core, and data transmission lines connect each control station, and detection of the position and vehicle number of the guided vehicle 3 is performed by guided wireless communication using loop antenna coupling. This will be implemented using a method.

FIG. 7 is a block diagram showing a specific configuration of the computer system of the automatic operation control device. In FIG. 7, 40 is a loop-shaped transmission line, and this transmission line 40 includes a programmable controller 41. Schedule device 42. Guidance device 43. A fault finding device 44, remote I10 stations 45, 46, etc. are connected.

The programmable controller 41 includes a transmission controller 41a and a sequence controller 41b.

It is composed of an input/output module 41c, and the input/output module 41c is directly connected to the guidance radio device 47. In this way, the programmable controller 41 controls and monitors information from the ground equipment G passing through the transmission line 4o, and also performs information processing between the guidance radio device 47 and the carrier vehicle 3.

FIG. 8 is a diagram that does not show the connection state from the induction radio device 47 to the loop antenna 2.゛The above-mentioned loop antenna 2 is provided with a dedicated guide wire (antenna) in a loop shape along the track 1 at intervals where blockage can be controlled, and is connected to the on-board transmitting antenna 23 or the on-board receiving antenna 24 installed on the carrier vehicle 3. Information is transmitted through electromagnetic coupling. 47 in Figure 8
A is a transmitting/receiving unit, which is prepared at least as many times as there are conveyance vehicles. 47B is a carrier unit, which is prepared by the number of loop antennas mentioned above, and is connected to the loop antennas 2 and 1.
It corresponds to 1:1. 47G is a line switching control unit that connects the carrier unit 47B in which a carrier has been detected and the transmitting/receiving unit 47A to enable communication, and disconnects the connection when the carrier is interrupted. . Note that 48 is a coaxial cable, 49A is a line coupler, and 49B is a terminating resistor.

FIG. 9 is a diagram showing the positional relationship between the loop antenna 2 and the carrier vehicle 3. Now, when the carrier 3 enters onto the predetermined loop antenna 2a, the carrier unit 47B connected to the loop antenna 2a receives the loop antenna 2a.
A carrier is detected by coupling between the on-vehicle transmitting antenna 23 and the carrier signal, and the carrier signal is input to the programmable controller 41. The programmable controller 41 monitors the transmitting/receiving unit 47A of the guided radio device 47, and connects the vacant transmitting/receiving unit 47A and the carrier unit 47B for which the carrier has been detected by the line switching control unit 470, so that signals can be exchanged. Make it. Then, the programmable controller 41 outputs a traveling control signal for commanding the speed and traveling direction according to the blockage control to the on-board transmitting antenna 23 of the guided vehicle 3, and also outputs the traveling direction and traveling direction from the on-board receiving antenna 24. The signal indicating the traveling speed is constantly monitored, and if an abnormality occurs, the brake release command is turned off. Also,
When the guided vehicle 3 passes over the loop antenna 2a and the carrier signal is no longer input, the programmable controller 41 disconnects the connected line and transmits the carrier signal from the carrier unit corresponding to the next loop antenna 2b by predictive control. wait. Such control such as line switching is performed for each transport vehicle 3.

Returning to FIG. 7, the explanation will be returned to FIG. The schedule device 42 includes a transmission controller 42a, a sequence controller 42b,
It is composed of a CRT 42d and a keyboard 42e, and the transportation schedule can be set using the keyboard 42e.
The transport schedule and transport vehicle number are displayed on the RT 42d. The guidance device 43 is
Transmission controller 43a, sequence controller 4
3b, input/output module 43c, CRT 43d.

It consists of a keyboard 43e, a central operation panel 50°, and a local operation panel 52. It is designed to connect with a monitoring panel 54, etc., and to display abnormalities that occur during automatic operation on the CRT 43d.

The central operation panel 50 has operation buttons 51 (system input PBL (push button switch with pilot lamp >51a, operation request PB (push button switch >51a) as shown in FIG. 10(a)).
1) During operation PL (pilot lamp switch) 51c
, system open PBL51d, hold request P'BL5
1e, PL51f during hold). In addition, the local operation panel 52 has operation buttons 53 (During operation PL 53c, Hold request PBL 53e) as shown in FIG. 10(b).
, during hold PL53f). The monitoring panel 54 also monitors the transport vehicle 3, turntable 18, etc. during automatic operation. Orbit point 19. The status (position, angle, etc.) of ground equipment such as the railroad crossing 21 is displayed, allowing the operator to monitor the conveyance status even from a somewhat distant position.

The explanation returns to FIG. 7 again. The failure searching device 44 includes a transmission controller 44a, a sequence controller 44b,
CRT44d, keyboard 44e.

It is composed of a floppy disk device 44f, and records the details of abnormalities that occur during the automatic operation in the floppy disk device 49f.

The remote I10 station 45 is connected to each continuous casting equipment 10.
~12 shared stations, with remote I10 station 46 located at Ml's slab yard 13. Second slab yard14. This station is shared by the third slab yard 15. Each of the stations 45 and 46 is composed of a transmission controller 45a, 46a and a sequence controller 45b, 46t. The sequence controllers 45b, 46b at each of the stations 45, 46 are configured to move the turntable 18° to the orbit point 19. It is connected to ground equipment such as the railroad crossing 21, and is also connected to a local operation panel 52 having the same configuration as the local operation panel 52 described above.

Next, the operation of the automatic operation control device configured as described above will be explained. First, the operator presses the system input PBL 51a on the central operation panel 50 to start up the entire system.

Then, in the programmable controller 41, the position of the conveyance vehicle 3 detected by the guidance radio device 47 and the position of the turntable 18 obtained via the transmission line 40. From the status of ground equipment G such as orbit point 19,
A determination is made as to whether automatic driving is possible. The results are displayed on the CRT 43d of the guidance device 43 and the monitoring panel 54, so the operator can
Press the operation request PB51b on the central operation panel 50. By doing this, it becomes possible to control the transport, and each operation panel 50
．． 52 is in operation, PL51c and 53c light up. next,
The operator is the keyboard 4 of the scheduler 42.
2e to set the transport schedule. Then,
The programmable controller 41 is activated, and the guide radio device 47 calls the nearest conveyance vehicle 3 according to the above-mentioned conveyance schedule, and causes it to travel on the specified forwarding route. For example, if the loading position of the hot slab is continuous casting equipment 10,
When a transport schedule is set such that the unloading position is another rolling mill 16, the transport vehicle 3 travels to the continuous casting facility 10 through the shortest forwarding route. At this time, the CRT 42d of the schedule device 42 displays the transport schedule and the body number of the allocated transport vehicle 3, and the monitoring panel 54 displays the traveling state. The conveyance vehicle 3 travels on the main line @ road 1-1 to the turntable 18 just in front of the continuous casting equipment 10, and this turntable 1
After being switched to the lead-in line tracks 1a and 1b by 8, it reaches the continuous casting equipment 10, where hot slabs are packed.

After the above-mentioned stuffing is completed, the conveyance vehicle 3 is moved to the turntable 1.
8 returns to the main line track 1-1 and returns to this main line track 1-1.
1, and then reaches another rolling mill 16 via a turntable 18 immediately in front of another rolling mill 16, where the transported hot slabs are unloaded. Thereafter, it is transported to a predetermined standby position and remains in a standby state until the next transport schedule is set. This completes the series of tasks.

Note that if a plurality of transport vehicles 3 are prepared, another transport vehicle 3 can be called according to the next transport schedule without waiting for the completion of the above-mentioned work.

In this device where automatic driving control is performed as described above,
For example, if an equipment failure occurs while the transport vehicle 3 is automatically operating,
When a temporary suspension request for the automatic driving system occurs, automatic temporary suspension control (hereinafter referred to as system hold control) is performed as follows.

The system hold control will be explained below using FIGS. 11 to 14. If a system temporary interruption request occurs during automatic operation, step 60 in FIG.
In step 61, the hold request PBL 51e on the central operation panel 50 is pressed, or the hold request PBL 53e on the local operation panel 52 is pressed in step 61. Then, the programmable controller 41 starts system hold control of the transport vehicle 3° turntable 18 and the trajectory point 19 in steps 62-64.

System hold control of the transport vehicle 3 is performed as shown in FIG. First, in step 70, it is determined whether or not the conveyance vehicle 3 exists in the service area, and if it is present, in step 71, it is determined whether or not work has not yet started,
If the work has started, it is determined in step 72 whether or not the work is in progress. If the work is in progress, the loading and unloading work is completed in step 73, and then the work is stopped. Then, in steps 71 to 73, if the work has not started or if the work has been completed, step 74
All interlock signals related to loading and unloading operations are turned OFF.

On the other hand, if the guided vehicle 3 is not present in the service area in step 70, it is determined in step 75 whether or not it is traveling. If it is running, the loop antenna length and braking distance (including transmission delay) are calculated in steps 76 and 77, and it is determined in step 78 whether it is possible to stop on the next loop antenna 2b. do. If it is possible to stop, as shown in FIG. 15(a), in step 79, the brake release command is turned off when approaching the loop antenna 2b, and the carrier 3 is stopped on the loop antenna 2b. Further, if the loop antenna 2b is shorter than the braking distance and cannot be stopped, or if it is a loop antenna on the railroad crossing 21, as shown in FIG. 15(b), when the loop antenna 2b approaches in step 80, Furthermore, it is decelerated so as to stop on the next loop antenna 2C, so that it always stops on the loop antenna 2C. Then, in step 81, it is detected whether or not the above-described control has been performed on all the guided vehicles 3. If it has been performed, the system hold control in the guided vehicles 3 is completed in step 82.

The system hold control of the turntable 18 is performed by the 13th
This is done as shown in the figure. First, in step 90, it is determined whether or not a rotation command is being issued. At this time, Fig. 16(a)
As shown in FIG. 16, there are cases where the turntable 18 is rotating even though a rotation command is being issued, and cases where the turntable 18 is not rotating even though a rotation command is being issued, as shown in FIG. 16(b). The latter is due to a transmission delay, and the turntable 18 may start rotating immediately after the rotation command is turned off, causing the turntable 18 to stop in an unstable state. Therefore, a timer is started at the same time as the rotation command is output, the time until the rotation ends is counted, and then the rotation command is turned off. That is, if the rotation command is not in progress in step 90, all turntables 18 are checked in step 94,
Holding is completed in step 95. If it is determined that a rotation command is in progress, it is determined in step 91 whether or not the timer count has ended. If the rotation has not ended, it is determined in step 92 whether or not the rotation has ended, and if it has ended, the rotation command is turned off in step 93. Also, when the timer count ends in step 91, the rotation command is turned off.

Next, in step 94, it is determined whether or not the above-described control has been performed on all turntables 18. If it has been performed, the system hold control of the turntables 18 is completed in step 95.

System hold control at the starting point 19 is performed as shown in FIG. First, in step 100, it is determined whether a switching command is being issued. At this time, as shown in FIG. 17(a), there are cases where the switching command is in progress and the orbit point 19 is in the switching action, and cases where the switching action is not performed even though the switching command is in progress as shown in FIG. 17(b). There are cases where it is not.

The latter is due to transmission delay, and switching starts immediately after the switching command is turned off, and there is a possibility that one switching point may stop in an unstable state. Therefore, as in the case of the turntable 18, a timer is started at the same time as the switching command is output, the time until the end of switching is counted, and then the switching command is turned off. That is, step 1 above
If the switching command is not in progress at step 00, all orbit points 19 are checked at step 104, and step 1
The hold is completed at 05. If it is determined that a switching command is being issued, it is determined in step 101 whether or not the timer count has ended.

If the switching has not been completed, it is determined in step 102 whether the switching has been completed, and if it has been completed, the switching command is turned OFF in step 103.

Also, when the timer count ends in step 101, the switching command is turned off.

Next, in step 104, the above-described control was performed for all trajectory points 19. It is determined whether or not the process has been carried out, and if it has been carried out, the system hold control of the orbit point 19 is completed in step 105.

Transport vehicle 3 as described above. Turntable 18. When each activation point 19 is under system hold control, the first
As shown in step 65 in FIG.
lights up. Then, the automatic transport control is temporarily interrupted and the state when the system hold control is completed is maintained.

In this way, in this embodiment, there is no control command signal to the actual equipment, and the interlock is released. However, since the brake state is not released, safety is maintained. The equipment is therefore switched from automatic control to manual mode, allowing manual intervention. When switching to automatic control again, restarting is possible by simply switching to automatic only the equipment that was previously switched to manual. Further, if there is no manual operation, that is, if there is a simple temporary interruption of automatic control, it is possible to quickly restart the system by simply operating the operation request PB51b on the central operation panel 50.

As a result, energy savings can be achieved. Also, unlike in the past, the system does not have to be opened and completely disconnected, so
Programmable controller 4 even during system hold
1, all equipment is monitored, and its status is displayed on the monitoring panel 52. Furthermore, if a failure occurs, it is displayed on the CRT 43d of the guidance device 43. Therefore, even in the case of manual operation, there is an effect that the operator can constantly monitor the operation.

In addition, by holding the conveyance system, automatic operation can be temporarily interrupted, making it easy to change workers, take a break, replace recording paper, etc., or stop conveyance for each lot. Furthermore, if the system hold control is used to avoid stopping the guided vehicle 3 on or near the railroad crossing 21, or if the loop anti-rail 26 is not installed at the railroad crossing 21, it is possible to prevent the vehicle 3 from stopping at the railroad crossing 21 during the system hold. Opening/closing operations can be performed manually safely and easily.

〔Effect of the invention〕

According to the present invention, when a request for temporary suspension of automatic operation control occurs, the guided vehicle holding means causes the guided vehicle currently working at each station to complete its work, and then
The vehicle is held so as not to move on to the next operation, and the guided vehicle traveling on the track is held stopped on the next loop antenna, and the direction change device holding means and the track switching device holding means , each device in operation is put on hold to prevent it from moving on to the next operation once the operation is completed, and automatic operation can be immediately resumed from a temporarily interrupted state, so even if only a part of the equipment Even if a failure occurs, the automatic operation system can be temporarily suspended without stopping the entire system, eliminating the complicated work required to switch back to the automatic operation system after the failure has been repaired, and significantly improving transport efficiency and productivity. It is possible to provide an automatic operation control device for a conveyance system that obtains.

[Brief explanation of drawings]

Figures 1 to 17 (a) and (b) are diagrams showing an embodiment in which the present invention is applied to a conveyance system in a steel plant.
Figure 1 shows an overview of the conveyance system, Figure 2 (a) (
b) is a front view and side view showing the structure of the guided vehicle, and FIGS. 3(a) and 3(b) are top views showing the state of the wheels when the guided vehicle runs on the main track and on the siding track. Figure 4 (a) and (b) are diagrams showing the structure of the turntable, Figure 5 is a diagram showing the structure of the starting point, Figure 6 is a diagram showing the structure of a railroad crossing, and Figure 7 is a diagram showing the automatic operation control. FIG. 8 is a block diagram showing the specific configuration of the computer system of the device; FIG. 8 is a diagram showing the connection state from the guided radio device to the loop antenna; FIG. Figures 10 (a) and (b) are diagrams showing the configuration of the central operation panel and local operation panel, Figure 11 is the overall flowchart at the time of a hold request, Figure 12 is a flowchart of carrier hold control, and Figure 13 is a turn diagram. Flowchart of table hold control, Figure 14 is a flowchart of start point bold control, 1st
Figures 5(a) and (b) are diagrams showing the speed pattern during conveyor bold control, Figures 16(a) and (b) are diagrams explaining the operation during turntable bold, and Figure 17(a) (
b) is an explanatory diagram of the operation when the starting point is held. FIG. 18 is a schematic diagram showing the general configuration of a conventional automatic operation control device. 1... Orbit, 2... Loop antenna, 3... Transport vehicle, 10-12... Continuous casting equipment, 13.14...
1゜Second slab yard, 15... Third slab yard, 16... Other rolling mill, 17... Repair yard, 18... Turntable, 19... Orbit point, 21 ...Railroad crossing, 23...Onboard transmitting antenna, 24
... On-board receiving antenna, 25... On-board transmitting and receiving device,
29...Trajectory point drive device, 30a, 30b-
11,31a. 31b... Level crossing drive device, 4o... Transmission line,
41... Programmable controller, 42... Schedule device, 43... Guidance device, 44...
-Fault finding device, 45.46...Remote I10 station, 47...Guidance radio device, 47A...Transmission/reception unit, 47B...Carrier unit, 47G.
...Line switching control unit, 50...Central operation panel, 5
2...Local operation panel, 54...Monitoring panel. Applicant's agent Patent attorney Takehiko Suzue-30~ Figure 9ヱFigure 10 (a) (b) Figure 13 Figure 14

Claims (3)

[Claims] (1) A track laid to connect the loading station and the unloading station, a plurality of loop antennas arranged at predetermined intervals along this track, and travel control via these loop antennas. A transport vehicle running on the track, a direction change device provided on the track that changes the running direction of the transport vehicle, a track switching device that switches the track, and each of these facilities in a transport schedule. and an automatic operation control means for automatically controlling the operation based on the
The automatic operation control means holds the guided vehicles that are not working at each station in the same state when the temporary interruption request occurs, and causes the guided vehicles that are working to complete their work. Then, it is held so that it does not move on to the next operation, and for a guided vehicle that is not traveling on the track, it is held in that state, and for a guided vehicle that is running, the next one of the loop antennas in the traveling direction is held. a carrier holding means for holding the vehicle in a stopped state on the loop antenna of the vehicle; and a means for holding the vehicle in a stopped state on the loop antenna of the vehicle; A direction change device hold means for holding the direction change device so that it does not proceed to the next operation after the operation is completed, and a direction change device hold means for the track change device that is not in operation when a temporary interruption request of the automatic operation control occurs. and a track switching device holding means for holding the operating track switching device in the same state so that the operating track switching device is not moved to the next operation after completion of the operation, and a track switching device holding means for holding the operating track switching device in the same state so as not to proceed to the next operation after the operation is completed, and the above-mentioned holding means temporarily suspend the operating state. An automatic operation control device for a conveyance system, comprising system monitoring means for monitoring a held state of the conveyance system, and means for restarting automatic operation from a state interrupted by each of the holding means. (2) Claims characterized in that the conveyance vehicle holding means includes means for further stopping the traveling conveyance vehicle on the next loop antenna when the traveling conveyance vehicle cannot be stopped on the next loop antenna. An automatic operation control device for a conveyance system according to paragraph (1). (3) The direction change device holding means and the track switching device holding means operate a timer when the primary interruption request occurs after the operation command for each device, and after the operation of each of the above devices is completed, An automatic operation control device for a conveyance system according to claim (1), characterized in that the device includes means for holding.