KR101120893B1 - Safety driving discriminating apparatus for rail guided vehicle - Google Patents

Abstract

The present invention relates to a device for determining whether the safe running of the rail guide vehicle reciprocating along the rail, the safe driving determination device for a rail guide vehicle according to the present invention, the wheel provided in the rail guide vehicle and the contact of the rail A photographing unit for photographing a part; A detector for detecting left and right edges of the wheel and the rail from the image photographed by the photographing unit; A determination unit for determining whether to drive safely by comparing one or more positions of a left edge line of the wheel and a position of a left edge line of the rail and a position of a right edge line of the wheel and a right edge line of the rail; And a display unit which displays the discrimination result of the discriminating unit.
According to the present invention, the edges of the wheel and the guide wheel are detected, and these edges are compared with each other or compared with a predetermined standard to determine whether to drive safely, and the determination result is displayed or the determination result is abnormal driving. By transporting the guide wheel, it is possible to protect the transport object and the rail guide vehicle safely from the risk of vibration, shock and derailment due to abnormal driving by automatically correcting or stopping the operation of the rail guide vehicle.

Description

Safety driving discriminating apparatus for rail guided vehicle}

The present invention relates to a safe driving discrimination apparatus for a rail guide vehicle, and more particularly, for a rail guide vehicle that can safely protect a transport object and a rail guide vehicle from dangers such as vibration, shock and derailment due to abnormal driving of the rail guide vehicle. The present invention relates to a safety driving discrimination apparatus.

In general, the most important logistics transportation means for constructing a logistics system such as an automated factory or an automated warehouse may be called an Automated Guided Vehicle (AGV).

These unmanned vehicles are rail guided vehicles (RGVs) operated by installing one or two rails on the ground, and electric monorail vehicles (EMVs) installed by installing one rail on the ceiling. Although various types of laser guided vehicles (LGV, Laser Guided Vehicles), which are guided and transported by using lasers, have been developed, the rails are easy to install and operate and can be used as a means of transporting heavy loads. Guide vehicles are the most widely used.

Such a rail guide vehicle is provided with a plurality of wheels rotated in contact with the upper surface of the rail provided on the bottom side, and the plurality of guide wheels for guiding the wheels from being separated from the rails contact the side of the rail at both sides of the wheel. Each wheel is provided.

In the case of such a rail guide vehicle, the wheels and guide wheels are constantly contacted with the upper and side surfaces of the rails, and their positions are often changed due to contact shocks. There is a problem that the operation of the rail guide vehicle is unstable often due to normal contact.

When this unstable abnormal driving occurs, the vibration or shock transmitted to the rail guide vehicle and the object to be transported increases during operation, and in severe cases, the rail guide vehicle derails from the rail, and thus, the rail guide vehicle and There is a risk of damage to the transport object.

Therefore, the operator periodically checks the state of the wheel and the guide wheel, and if the state is bad, there is a problem that its maintenance and management is very troublesome, such as correcting the wrong position for each wheel and guide wheel.

In order to solve the above problems, the present invention automatically determines whether the rail guide vehicle is safely driven from the photographed image of the contact portion of the wheel, the guide wheel and the rail, and the result is determined to the operator when the abnormal driving is determined. The present invention provides a safe driving discrimination apparatus for a rail guide vehicle that displays or automatically corrects an abnormal driving state, automatically decelerates a running speed of a rail guide vehicle, or emergency stops its operation.

In order to solve the problems as described above, the rail guide vehicle safety driving determination device according to the present invention relates to a device for determining whether the safe driving of the rail guide vehicle reciprocating along the rail, provided in the rail guide vehicle Shooting unit for photographing the contact portion of the wheel and the rail; A detector for detecting left and right edges of the wheel and the rail from the image photographed by the photographing unit; A determination unit for determining whether to drive safely by comparing one or more positions of a left edge line of the wheel and a position of a left edge line of the rail and a position of a right edge line of the wheel and a right edge line of the rail; And a display unit which displays the discrimination result of the discriminating unit.

The determining unit may be a safe driving when the distance between the wheel and the left edge of the rail is spaced from each other in the horizontal direction and the distance between the wheel and the right edge of the rail in the horizontal direction is less than a predetermined reference distance. It may be provided to determine, if one or more of the two or more than the reference distance to determine the abnormal driving.

The detection unit may include an edge of any one of a pair of support members provided in the rail guide vehicle, and an edge of each of the pair of guide wheels so as to respectively support a pair of guide wheels contacting both side surfaces of the rail. It is provided to detect more, the determination unit, by comparing the position of the edge of the support member and the edge of the pair of guide wheels, respectively, may be provided to determine whether or not safe driving.

The determination unit may be provided to determine abnormal driving when one or more of distances each of which the edges of the pair of guide wheels are vertically spaced from the edge of the support member deviate from a predetermined reference range.

The detection unit is further provided to detect an edge of each of the pair of guide wheels in contact with both sides of the rail, the determination unit, the left edge of the rail and the left edge of the guide wheel located on the left side and the right edge of the rail The distance between the line and the edge of the guide wheel located on the right side may be further compared with a predetermined reference distance range to determine whether to drive safely.

The safe driving determination device for a rail guide vehicle, the emergency braking unit for reducing the running speed of the rail guide vehicle or stops its operation by operating a brake provided on the wheel when the determination result of the determination unit is abnormal driving; It may further include.

The safety guided vehicle discrimination apparatus for a rail guide vehicle is provided on a pair of supporting members that respectively support a pair of guide wheels that are in contact with both side surfaces of the rail, and a transfer unit for transferring the pair of guide wheels to the rail side. The determination unit may include, when the determination result is abnormal driving, a distance spaced apart from each other in a horizontal direction between the left edge line of the wheel and the left edge line of the rail, and the right edge line of the wheel and the right edge line of the rail. Calculating a calibration feed value of the guide wheel capable of transporting the wheel with respect to the rail such that the distances spaced apart from each other in the horizontal direction are less than a predetermined reference distance, and the transfer unit guides the guide wheel according to the calibration feed value. It may be provided to convey.

The determination unit may further determine whether the calculated calibration transfer value is included in a predetermined calibration range, and when the safety travel determination apparatus for the rail guide vehicle determines that the calibration transfer value is out of the calibration range, It may further include an emergency braking unit for stopping the rail guide vehicle by operating a brake provided on the wheel.

According to the safe driving determination device for a rail guide vehicle of the present invention, the detection unit for detecting the edge and the edge of the wheel and the guide wheel from the photographed image of the photographing unit is provided, the edges are compared with each other or compared to a predetermined reference Determination unit is provided to determine whether the vehicle is running, and the determination result is displayed on the display unit to inform the operator of abnormal driving, thereby safely protecting the object to be transported and the rail guide vehicle from the risk of vibration, shock and derailment caused by the abnormal driving. .

In addition, when the determination result of the determination unit is abnormal driving is provided with an emergency braking unit for operating the brake provided on the wheel, the above-mentioned due to the abnormal driving by reducing the running speed of the rail guide vehicle or stops the driving during the abnormal driving Hazards can be prevented.

Further, the determination unit further determines whether or not the correction is possible when the determination result is abnormal driving, and if the calibration is possible, the automatic calibration operation is easily performed by controlling the transfer unit that can correct the position of the wheel relative to the rail by transferring the guide wheel. Can be.

In addition, when the correction is impossible, the operation of the rail guide vehicle is automatically stopped by the above-described emergency braking unit, so that the operator can check the abnormal driving indication and perform the operation for abnormal driving safely without performing any additional work. As a result, the burden on the worker can be reduced, and the risk of abnormal driving time and abnormal driving of the rail guide vehicle can be minimized.

1 is a view schematically showing a state in which a rail guide vehicle safety driving determination device for a rail guide vehicle according to an embodiment of the present invention,
2 is a perspective view showing a state in which the photographing unit of the rail guide vehicle safety driving determination device according to an embodiment of the present invention is installed on the steering body of the wheel,
3 is a conceptual diagram of a safe driving determination device for a rail guide vehicle according to an embodiment of the present invention,
4 is a detection unit provided in the rail guide vehicle safety driving determination device according to an embodiment of the present invention for detecting the left and right edges of the wheel and the rail, the edge of the support member, and the edge of the guide wheel from the captured image of the photographing unit Video showing status,
5 is an image showing a reference line, a corner line, and a corner, respectively, detected by a detection unit provided in a rail driving vehicle safety driving determination apparatus according to an embodiment of the present invention,
FIG. 6 is a flowchart illustrating a method of automatically determining whether or not a safety unit is provided in a rail driving vehicle safety driving determination apparatus according to a preferred embodiment of the present invention.

DETAILED DESCRIPTION Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art may easily implement the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

The safe driving determination device for a rail guide vehicle according to the present invention is provided in a rail guide vehicle that runs along a rail installed on the ground, and analyzes the positions of the wheel and the guide wheel of the rail guide vehicle with respect to the rail to determine whether to drive safely. The determination result is displayed, and further, the device is provided to automatically correct the distorted position of the wheel and the guide wheel or to emergency stop the rail guide vehicle.

Hereinafter, with reference to the accompanying Figures 1 to 5, it will be described in detail the configuration and effect of the rail guide vehicle safety driving determination device according to an embodiment of the present invention. Safe driving determination device for a rail guide vehicle according to an embodiment of the present invention is the photographing unit 100, the detection unit 200, the determination unit 300, the display unit 400, the emergency braking unit 500 and the conveying unit 600 It is made to include.

The photographing unit 100 is installed on the steering body 21 ′ of the wheel 21 to photograph the contact portion between the wheel 21 and the rail 10 provided in the rail guide vehicle 20. As shown in FIGS. 1 and 2, the photographing unit 100 supports the support 110 to a steering body 21 ′ which is rotated together with the wheel 21 when the rail guide vehicle 20 travels along a curved section. By being installed through, the wheel 21 is provided to photograph the wheel 21 at the same photographing angle regardless of the rotation of the wheel 21.

And the light source 120 for irradiating light to the contact portion of the wheel 21 and the rail 10 to be photographed in the photographing unit 100 is installed. The light source 120 improves detection accuracy of edges and edges of the detector 200 by making the boundary between each edge and edge more clear in the captured image.

As illustrated in FIGS. 4 and 5, the detection unit 200 includes left and right edge lines E2 and E3 of the rail 10 and left and right edge lines of the wheel 21 from images captured by the imaging unit 100. E4, E5) are detected. The horizontal edge of the left support member 22a of the left and right support members 22a and 22b provided in the rail guide vehicle 20 to support the left and right guide wheels 23a and 23b in contact with both sides of the rail 10, respectively. Edges E7, E8, E9 and E10 of E6 and the left and right guide wheels 23a and 23b are detected, respectively.

In addition, the detection unit 200 includes the left and right edge lines E2 and E3 of the rail 10, the left and right edge lines E4 and E5 of the wheel 21, and the horizontal edge lines E6 of the left support member 22a. ) And the edge E1 of the rail 10 and the wheel 21 as the auxiliary edges for detecting the edges E7, E8, E9 and E10 of the left and right guide wheels 23a and 23b, respectively, and the left and right support members 22a, 22b) may be provided to further detect the vertical edge lines E11 and E12.

The detection unit 200 detects edges and edges from the photographed image by using a set of points obtained by projecting lines parallel to predetermined detection areas A1 to A8. Two methods are used, an advanced edge detection method using a kernel derivative and an advanced edge detection method.

In a preferred embodiment of the present invention, a straight edge method is used to detect edges E1 to E6, E11, and E12. As shown in FIG. 4, the detection unit 200 is an approximate position of an edge to be detected. In order to designate, a line horizontally or vertically parallel to the first to eighth detection areas is projected, respectively, and edges are detected through the points where the gray scale rapidly changes on the corresponding lines.

In addition, in the preferred embodiment of the present invention, an advanced edge detection scheme is used to detect the E7 to E10 edges. Such a straight edge method or an advanced edge detection method is obvious to those skilled in the art (hereinafter, referred to as a person of ordinary skill in the art), and a detailed description thereof will be omitted.

In the preferred embodiment of the present invention, the above-described two methods are used for detecting edges and edges, but a third method for detecting edges or edges may be applied.

FIG. 5 is a photographed image illustrating E1 to E12 edges and edges detected by the detector 200 through this process.

The determination unit 300 is a position of the left edge line E2 of the rail 10 and the left edge line E4 of the wheel 21, and the right edge line E3 of the rail 10 and the wheel 21. The position of the right edge line E5 is compared with each other, and the horizontal edge line E6 of the left support member 22a and the first second edges E7, E8, E9, E10 of the left and right guide wheels 23a, 23b are compared. By comparing the positions of each, it is determined whether the rail guide vehicle 20 is safely running.

More specifically, the determination unit 300 is a distance (D1) and the rail 10 spaced apart from each other horizontally between the left edge line (E2) of the rail 10 and the left edge line (E4) of the wheel 21. If the distance (D2) horizontally spaced apart from each other between the right edge line (E3) of the wheel and the right edge line (E5) of the wheel 21 is less than the predetermined reference distance, respectively, it is determined as safe driving, and either If the distance is exceeded, it is determined by abnormal driving.

In addition, the determination unit 300 vertically spaced distance (D3) between the horizontal edge line (E6) of the left support member (22a) and the first second edge (E7, E8) of the left guide wheel (23a) and When the distance D4 vertically spaced between the horizontal edge line E6 of the left supporting member 22a and the first second edges E9 and E10 of the right guide wheel 23b is included in the predetermined reference range, respectively. If it is out of the standard range, it is determined as abnormal driving.

In the preferred embodiment of the present invention, the determination unit 300 has been described as to determine whether the safe driving by comparing the D1 to D4 value with the reference distance or the reference range, respectively, but is not limited thereto and additionally detected value is used. It may be implemented to determine whether to drive safely.

For example, the determination unit 300 is a distance D5 between the left edge line E2 of the rail 10 and the second edge E8 of the left guide wheel 23a and the right edge of the rail 10. The distance D6 between the line E3 and the second edge E10 of the right guide wheel 23b may be further compared with a predetermined reference distance range to determine whether to drive safely.

In this case, the determination unit 300 has a separation distance D5 between the left edge line E2 of the rail 10 and the second edge E8 of the left guide wheel 23a and the right edge line of the rail 10. When both the separation distance D6 between the E3 and the second edge E10 of the right guide wheel 23b are included in the standard separation range, the driving is determined as safe driving. Determine with.

On the other hand, the determination unit 300 also serves to calculate the correction transfer value of the left and right guide wheels (23a, 23b) so that the transfer unit 600 to be described later to automatically correct the abnormal driving.

That is, by pressing the side of the rail 10 as the left and right guide wheels 23a and 23b are conveyed with respect to the left and right support members 22a and 22b, the wheel 21 is transferred to the rail 10 by using The determination unit 300 calculates a calibration transfer value for enabling automatic calibration.

In detail, when the determination result is abnormal driving, the determination unit 300 horizontally spaced apart from each other horizontally between the left edge line E2 of the rail 10 and the left edge line E4 of the wheel 21. The rail 10 so that the distance D2 horizontally spaced from each other between the right edge line E3 of the rail 10 and the right edge line E5 of the wheel 21 is less than a predetermined reference distance, respectively. The calibration transfer value of the left guide wheel 23a or the right guide wheel 23b is calculated so that the position of the wheel 21 relative to the wheel 21 can be corrected.

For example, the distance D2 horizontally spaced from each other between the right edge line E3 of the rail 10 and the right edge line E5 of the wheel 21 is 4 cm, and the reference distance is 2 cm. Since the wheel 21 is 2 cm to the right with respect to the rail 10 based on the distance, the left guide wheel 23a is moved to the left so that the position of the wheel 21 with respect to the rail 10 can be moved about 2 cm to the left. It is calculated by the correction feed value 2cm of the left guide wheel 23a so that 2cm may be conveyed to the left side of (10).

In the preferred embodiment of the present invention, as determined by the determination unit 300 as shown in FIG. 5, the position of each edge or edge is based on the center thereof, but is not limited thereto. It may be a standard.

In calculating the values of D3 and D4, the horizontal edge line E6 of the left support member 22a is compared, but is not limited thereto. For example, it may be provided to compare with respect to the horizontal edge line of the right support member 22b.

In addition, the determination unit 300 determines that only one of D1 and D2 exceeds the reference distance, or only one of D3 and D4 is out of the reference range, and determines safety driving, and both exceed the reference distance or the reference range. It may be implemented to discriminate as an abnormal driving only if it is out of the range.

The display unit 400 displays the determination result of the determination unit 300 so that an operator can check it. The display unit 400 may be a display means such as an LCD, or may be a visual or audio notification means such as a warning light or an alarm. In addition, the display unit 400 may be implemented to display a determination result through a mobile phone of an operator using a wireless communication means and a computer server of a factory.

In addition, the display unit 400 may be implemented to indicate whether each of D1, D2, D3, and D4 is less than the reference distance or included in the reference range is normal, exceeds the reference distance, or exceeds the reference range, and provides the information. It may be.

The emergency braking unit 500 receives the determination result of the determination unit 300 and when the result value is abnormal driving, automatically operates the brake 24 provided in the wheel 21 to guide the rail guide vehicle 20. The vehicle's speed is reduced to less than the preset safety speed, or the vehicle is stopped by completely stopping the rail guide vehicle 20, thereby avoiding the risk of vibration, shock and derailment caused by abnormal driving. (20) to protect safely.

On the other hand, when the emergency braking unit 500 is provided to determine whether the determination unit 300 is further included in the predetermined calibration range, the calibration transfer value is determined to be out of the calibration range. When the brake 24 is automatically operated, the rail guide vehicle 20 may be stopped unconditionally.

The transfer unit 600 is installed on the left and right support members 22a and 22b respectively supporting the left and right guide wheels 23a and 23b in contact with both side surfaces of the rail 10 to the above-described calibration transfer value of the determination unit 300. Accordingly, the left and right guide wheels 23a and 23b are reciprocally conveyed in the lateral side direction of the rail 10. The transfer unit 600 is implemented as an actuator such as a servo motor so as to transfer the left and right guide wheels 23a and 23b.

In the preferred embodiment of the present invention, the transfer unit 600 is installed on the support members 22a and 22b to implement the left and right guide wheels 23a and 23b, but the left and right guide wheels 23a and 23b are rails 10. If it is implemented to pressurize by transferring to the side of the side) is not limited thereto. For example, the steering body 21 ′ may be provided to transfer the left and right support members 22a and 22b.

The safe driving determination apparatus for a rail guide vehicle according to an exemplary embodiment of the present invention has been described as having all of the display unit 400, the emergency braking unit 500, and the transfer unit 600, but is not limited thereto. It may be.

For example, when only the display unit 400 is provided, the operator checks the determination result, and in the case of abnormal driving, manually stops the operation of the rail guide vehicle 20 and guide wheels 23a according to the displayed calibration feed value. , 23b) and so on.

Hereinafter, referring to FIG. 6, the operation determining unit 300 determines the operation of the rail guide vehicle 20 in accordance with a preferred embodiment of the present invention. Explain.

First, the photographing unit 100 photographs the contact portion between the rail 10 and the wheel 21 to obtain a photographed image thereof (S100).

Next, the detection unit 200 receives the captured image, and the left and right edge lines E2 and E3 of the rail 10, the left and right edge lines E4 and E5 of the wheel 21, and the left support member 22a from the captured image. Horizontal edge lines E6 and edges E7, E8, E9, and E10 of the left and right guide wheels 23a and 23b are respectively detected (s150).

Subsequently, the determination unit 300 receives the edge line and edge information detected by the detection unit 200 and is horizontally spaced from each other horizontally between the left edge line E2 of the rail 10 and the left edge line E4 of the wheel 21. The calculated distance D1 is calculated (s200).

Next, the determination unit 300 determines whether the calculated D1 is smaller than the predetermined reference distance, that is, "D1 <reference distance" (S250). At this time, if the D1 has a value greater than or equal to the reference distance, the determination unit 300 determines that the abnormal driving.

On the contrary, if D1 has a value less than the reference distance, the determination unit 300 continues to distance horizontally spaced from each other between the right edge line E3 of the rail 10 and the right edge line E5 of the wheel 21. (D2) is calculated (s300).

Next, the determination unit 300 determines whether the calculated D2 is smaller than the predetermined reference distance, that is, "D2 <reference distance" (S350). As in the case of D1 described above, if D2 has a value equal to or greater than the reference distance, the determination unit 300 determines that the driving is abnormal.

On the contrary, if D2 has a value less than the reference distance, the determination unit 300 continues to determine the horizontal edge line E6 of the left support member 22a and the first second edge E7 of the left guide wheel 23a. The distance D3 vertically spaced between E8 and the horizontally spaced line E6 of the left support member 22a and the distance vertically spaced between the first second edges E9 and E10 of the right guide wheel 23b ( D4) are respectively calculated (s400).

Thereafter, the determination unit 300 determines whether the calculated D3 is a value within the reference range (S450). At this time, if the value D3 is out of the reference range, the determination unit 300 determines that the abnormal driving. On the contrary, if D3 is a value within the reference range, the determination unit 300 then determines whether D4 is a value within the reference range (S500). At this time, the determination unit 300 determines that the abnormal driving if the value D4 is out of the reference range, and determines that the driving safety if the value within the reference range.

As described above, according to the railroad vehicle safety driving discrimination apparatus according to the present invention, the edges and edges of the wheel 21 and the guide wheels 23a and 23b are detected, and these edges are compared with each other or a predetermined criterion. It compares with the vehicle to determine whether it is safe to drive, and displays the result of the determination, or if the determination result is abnormal driving, the automatic correction of this by the movement of the guide wheels 23a and 23b, or the operation of the rail guide vehicle 20 automatically. By decelerating and stopping, it is possible to safely protect the transport object TM and the rail guide vehicle 20 from dangers such as vibration, shock and derailment due to abnormal driving.

Although the present invention has been described in detail only with respect to the described embodiments, it will be apparent to those skilled in the art that various modifications and variations are possible within the technical spirit of the present invention, and such modifications and variations belong to the appended claims. will be.

Explanation of symbols on the main parts of the drawings
10: rail 20: rail guide vehicle
21: wheel 21 ': steering body
22a: left support member 22b: right support member
23a: left guide wheel 23b: right guide wheel
24: brake
100: recording unit 110: support
120: light source 200: detector
300: determination unit 400: display unit
500: emergency braking unit 600: transfer unit
A1 to A8: first to eighth detection areas
E1: boundary between wheel and rail E2: left edge of rail
E3: right edge of the rail E4: left edge of the wheel
E5: right edge of wheel E6: horizontal edge of left support member
E7: 1st edge of left guide wheel E8: 2nd edge of left guide wheel
E9: first edge of right guide wheel E10: second edge of right guide wheel
E11: vertical edge of left support member
E12: vertical edge of right support member
D1: Distance horizontally spaced between the left edge of the wheel and the rail
D2: The distance horizontally spaced between the right edge of the wheel and the rail
D3: Vertically spaced distance between the edge of the supporting member and the edge of the left guide wheel
D4: Vertically spaced distance between the edge of the supporting member and the edge of the right guide wheel
D5: Distance between the left edge of the rail and the edge of the left guide wheel
D6: distance between the right edge of the rail and the edge of the right guide wheel
TM: Transport Object

Claims (8)

In the device for determining whether the rail guide vehicle is traveling safely along the rail,
A photographing unit photographing a contact portion between the wheel and the rail provided in the rail guide vehicle;
A detector for detecting left and right edges of the wheel and the rail from the image photographed by the photographing unit;
A determination unit for determining whether to drive safely by comparing one or more positions of a left edge line of the wheel and a position of a left edge line of the rail and a position of a right edge line of the wheel and a right edge line of the rail; And
And a display unit for displaying the determination result of the determination unit.
The determination unit determines that the distance between the wheel and the left edge of the rail spaced apart from each other in the horizontal direction, and the distance between the wheel and the right edge of the rail in the horizontal direction less than a predetermined reference distance as a safe driving And, when at least one of the two is more than the reference distance, the safe driving determination device for a rail guide vehicle.
delete The method of claim 1,
The detection unit may include an edge of any one of a pair of support members provided in the rail guide vehicle, and an edge of each of the pair of guide wheels so as to respectively support a pair of guide wheels contacting both side surfaces of the rail. To detect more,
The determining unit further compares the positions of the edges of the support member and the edges of the pair of guide wheels, respectively, to determine whether the safe driving is a rail guide vehicle.
The method of claim 3,
The determining unit,
Safety driving determination for a rail guide vehicle, characterized in that it determines the abnormal driving when one or more of the distance of each of the edges of the pair of guide wheels in the vertical direction with respect to the edge of the support member is out of a predetermined reference range Device.
The method of claim 1,
The detection unit is provided to further detect the edge of each of the pair of guide wheels in contact with both sides of the rail,
The determination unit may further compare the separation distance between an edge of the guide wheel located on the left side of the rail and the left side of the rail and an edge of the guide wheel located on the right side of the rail and the right side of the rail with a predetermined reference separation range to determine whether the vehicle is safe to drive. Safe driving determination device for a rail guide vehicle, characterized in that discriminating.
The method according to any one of claims 1 or 3 to 5,
An emergency braking unit for reducing the driving speed of the rail guide vehicle or stopping the operation of the rail guide vehicle when the determination result of the determination unit is abnormal driving;
Safe driving determination device for a rail guide vehicle, characterized in that it further comprises.
The method of claim 1,
A transfer part installed on a pair of support members respectively supporting a pair of guide wheels in contact with both sides of the rail, and transferring the pair of guide wheels to the rail side;
The determining unit,
If the result of the determination is abnormal driving, the distance spaced apart from each other in the horizontal direction between the left edge of the wheel and the left edge of the rail, and spaced apart from each other in the horizontal direction between the right edge of the wheel and the right edge of the rail. Computing a calibration feed value of the guide wheel that can transport the wheel with respect to the rail so that the distance is less than a predetermined reference distance, characterized in that the transfer unit transfers the guide wheel in accordance with the calibration feed value Safe driving discrimination device for rail guide vehicles.
The method of claim 7, wherein
The determination unit further determines whether the calculated transfer value is included in a predetermined correctable range,
An emergency braking unit for stopping the rail guide vehicle by operating a brake provided in the wheel when it is determined that the calibration transfer value is out of the correctable range;
Safe driving determination device for a rail guide vehicle, characterized in that it further comprises.

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