NZ753462B2

NZ753462B2 - Goods transport facility

Info

Publication number: NZ753462B2
Application number: NZ753462A
Authority: NZ
Inventors: Yoshihiko Fujio
Original assignee: Daifuku Co Ltd
Priority date: 2016-11-14
Filing date: 2017-09-07
Publication date: 2021-09-28

Abstract

The present invention relates to a goods transport facility for transporting goods along a transportation path having a curved portion, and more particularly to a goods transport facility that is provided with a plurality of transport carriages for transporting goods by moving along a pair of right and left rails provided along the transportation path. The rollers and the wheels have different axes of rotation. The carriages have wheels that rotate on the rails to support the carriages, and side rollers that face each rail and limit lateral movement of the carriage. At least either a curve shift region 40a or an S-curve region 40b of the curved portion of the transportation path is provided with a rail width adjusting mechanism 50 capable of changing the rail width between left and right rails 30L, 30R. The rail width reduction prevents banging of the side rollers with the rails and left rails provided along the transportation path. The rollers and the wheels have different axes of rotation. The carriages have wheels that rotate on the rails to support the carriages, and side rollers that face each rail and limit lateral movement of the carriage. At least either a curve shift region 40a or an S-curve region 40b of the curved portion of the transportation path is provided with a rail width adjusting mechanism 50 capable of changing the rail width between left and right rails 30L, 30R. The rail width reduction prevents banging of the side rollers with the rails

Description

Description Title of Invention: GOODS TRANSPORT FACILITY Technical Field The present invention relates to a goods transport facility for transporting goods along a transportation path and particularly relates to a goods transport facility provided with a plurality of transport carriages that move along a pair of left and right rails, which are provided along a transportation path, so as to transport goods.

Background Art If a goods transport facility for transporting goods has a predetermined goods transportation path, rails may be provided along the ortation path and a plurality of transport carriages may be prepared so as to move along the rails. The transport carriages move along the rails while supporting goods, so that the goods are transported along the ortation path. Such a goods transport facility is used for transporting, for examples, passengers' e between an aircraft and a terminal building at an airport.

Patent Literature 1 discloses a goods transport facility where a plurality of coupled ort carriages move along a loop traveling path. In the goods ort facility of Patent Literature 1, the transport carriage travels along a pair of left and right traveling rails provided along a traveling path. The ort carriage er includes a limiter that limits a movement of the transport carriage in the width direction of the carriage (a lateral direction with respect to the transport direction of goods). The limiter is a rotating body (roller) that can rotate about a vertical axis. The limiter is provided on the left and right (sides) of the transport carriage. Hereinafter' the limiter will be referred to as a side roller. The side roller comes into contact with the inner surface of the traveling rail so . as to limit a lateral movement of the transport carriage.

This ts the transport carriage from separating from the transportation path.

Citation List • Patent Literature Patent Literature 1: Japanese Patent pen No. 2014- 198620 Summary of Invention Technical Problem

[0005] In the goods transport facility described in Patent Literature 1, unfortunately, the side roller colliding with the rail may make noise. As shown in when a ort carriage 92 travels on a curved part in a transportation path in the goods transport facility, side rollers 96L and 96R provided on the left and right of the ort ge 92 come into contact with the sides of left and right rails SOL and 9 OR, thereby ting the transport carriage 92 between the rails SOL and 90R from moving out of the rails. In this uration, the side rollers 96L and 96R strongly colliding with the rails SOL and 9 OR make noise. The level of noise depends on the impact strength of the collision of the side rollers 96L and 96R with the rails 90L and 9 OR.

[0006] As shown in in a transition region from a linear part to a curved part of the transport path, the side roller 96L disposed on the inner side of a curve (the left side of the traveling direction) comes into contact with the inner rail SOL, though the side s 96L and 96R are slightly separated from the rails SOL and 90R in a linear part. The side roller 96L and the rail SOL in a linear part are separated from each other only with a small gap. Thus, when the transport carriage 90 enters a curved part and the inner side roller 96L comes into contact with the inner rail 90L, the side roller 96L does not make a strong impact, resulting in a low noise level.

However, as shown in the outer side roller 96R (on the right side of the traveling direction) is largely separated from the outer rail 90R while the inner side roller 96L travels in contact with the inner rail SOL. This is because a line connecting the left and right side rollers 96L and 96R in a curved part inclines with respect to the normal line of the transportation path.

When the transport carriage 92 with the outer side roller 96R largely separated from the outer rail 90R passes h a curved part and then enters a linear part again, the side roller 96R largely separated from the rail 90R moves toward the rail 90R with a strong impact. Thus, the side roller 96R may collide with the rail 90R and cause large noise. Moreover, noise may be generated in a curved part with a tension applied to the transport ge 92.

Specifically, a tension applied among the transport carriages 92 (a tension applied from the preceding or subsequent transport carriage 92) coupled over the transportation path always increases or ses (stretching and ing are ately repeated) according to the posifcion and orientation of the transport carriage 92 in the transportation path. The transport carriages 92 passing through a curved part also become less tense (become loosened) for a moment. If a tension applied to the transport ge 92 decreases while the outer side roller 96R is largely separated from the outer rail 9 OR as shown in the transport carriage 92 is moved outward by a centrifugal force. This causes the outer side roller 96R largely separated from the outer rail 9 OR to collide with the rail 9 OR with a strong impact, thereby generating loud noise.

Moreover, in a curved part, loud noise may occur in a region where the direction of a curve changes (a region where a left curve turns . into a right curve with respect to the ing direction) as shown in . This is because the side rollers on the left and right alternately come into contact with the rail in this region. Specifically, in a left curve part, the side roller 96L on the. left comes into contact with the left rail SOL as in the state of In a right curve part, as shown in , the side roller 96R on the right comes into contact with the right rail 9 OR. Thus, in the region of , the side roller 96R on the right largely tes from the right rail 90R temporarily as in the state of and then collides with the right rail 90R with a strong impact as in the state of .

At this point, loud noise occurs.

In this way, in the goods transport facility of the d art, noise occurs due to the collision of the side roller with the rail in a curved part of the transportation path. If the transportation path is designed with a gradually ng curvature radius, the side rollers 96L and 96R do not ly collide with the rails SOL and 90R, thereby reducing noise. However, such a transportation path may have a larger transition region from a linear part to a curved part or a curved part may have a larger region where the direction of a curve changes. Thus, noise reduction requires a large space in the facility and limits the flexibility of the layout of the transportation path.

An object of the present ion is to provide a goods transport facility that can reduce noise ted by the collision .of a side roller with a rail in a curved part of a ortation path and does not limit the flexibility of the layout of the ortation pafch.

Solution to Problem

[0011] In order to solve the problem, in a goods transport facility for transporting goods along a ortation path including a linear part and a curved part, a goods transport ty according to the present invention includes a pair of left and right rails provided along the transportation path and a plurality of transport carriages configured to move along the rails so as to ort goods, in which each of the transport carriages includes a carriage body that supports the goods, a pair of left and right wheels that rotate while being supported by the top .surfaces of the rails, and a pair of left and right side rollers that are located so as to face the sides of the rails and limit a lateral movement of the carriage body, and each of the transport carriages is coupled to the preceding and subsequent transport carriages in a swinging manner so as to be a train of the transport carriages consecutively traveling along the transportation path, and a rail width adjuster capable of changing a rail width between the leffc and right rails is provided in at least one of a curving region being Amended sheets (under Article 34) transition from the linear part to the curved part while the transport carriages entering the curved part of the transportation path and a region where the direction of a curve s in the curved part.

[0012] With this configuration, the rail width can be changed in a region where a gap between the .side roller of the transport carriage and the rail is likely to increase. Thus, a reduction in rail width leads to a smaller gap between the side roller and the rail in the region. This prevents the side roller from colliding with the rail with a strong impact in a large gap between the side roller and the rail, thereby reducing noise. By preventing the side roller from separating from the rail ularly with a sufficiently reduced rail width, the collision of the side roller with the rail is prevented from generating noise.

In addition to the uration, the goods ort facility of the present invention may be configured such ' that a gap n a pair of left and right positioning members fixed to the respective left and right rails is changed by the rail width adjuster so as to change the rail width. . [0014] With this configuration, the pair of left and right rails is not ly moved but the positioning members fixed to the rails are moved instead. Thus, a change of the rail width does not affect the shapes of the top surfaces of the rails where the wheels of the transport carriages are supported and the shapes of rail sides that face the side rollers.

In addition to the configuration, the goods transport facility of the present invention may be configured such Amended sheets (under Article 34) - 6/1 - that the pair of left and right positioning s is yoke halves for coupling the left and right rails.

Amended sheets (under Article 34) With this configuration, the positioning members can be provided only by cutting a yoke provided for a pair of left and right ordinary rails. Thus, even if rails are provided in a facility without positioning s, positioning s and rail width ers can be additionally provided for the rails later.

In addition to the configuration, the goods transport ty of the present invention is preferably configured such that the rail width adjuster is located so as to change a rail width at a position where a gap between the rail and the side roller is larger than that of the linear part.

[0018] With this configuration, the rail width can be changed particularly at a position where a gap between the rail and the side roller increases, thereby efficiently reducing noise. Furthermore, it is not necessary to provide the rail width er over a transition region from the linear part to the curved part and a region where the direction of a curve changes, and the rail width adjuster is necessary only at a position where the side roller is more largely separated from the rail than in a linear part. This minimizes the number of rail width adjusters and s the cost of constructing the goods transport ty.

Advantageous Effects of Invention

[0019] According to the goods transport facility of the present invention, the rail width can be changed in a region where a distance between the rail and the side roller is likely to increase. Since the rail width is reduced in the region, the side roller is not largely separated from the rail over the transportation path.

This prevents the side roller from colliding with the rail with a strong impact, thereby ng noise. Even in a short transition region from a linear part to a curved part or a short region where the direction of a curve changes in a curved part, large noise is not ted. This eliminates the need for extending these regions to reduce noise, thereby increasing the flexibility of the layout of the transportation path.

Brief Description of Drawings [ is a perspective view showing transport ges in a goods transport facility as an example of an embodiment of the t invention. [ is a plan view showing the transport ge of the present embodiment . [ is a plan view showing a transportation path in the goods transport facility of the present 2 0 embodiment. [ shows a'curved part in the transportation path of the present embodiment, in which a transition region from a linear part to a curved part is illustrated on the upper side and a region where the direction of a curve changes in the curved part is illustrated on the lower side.

[ FIG. . 5 is a front view showing a carriage body and a rail width adjuster of the present embodiment. [ is a plan view showing fche orientations of the transport carriages of the t embodiment in a tion region from a linear p?.rt to a curved part. [ is a plan view showing the orientations of the transport carriages of the present embodiment in a region where the direction of a curve changes in a curved part. [ is a plan view showing the orienfcations of transport carriages in a transition region from a linear part to a curved part in a goods transport facility of the related art. [ is an enlarged view of with a right side roller largely separated from a right rail. [] is a plan view g the orientations of the transport carriages in a region where the direction of a curve changes in a curved part, in the goods transport facility of the related art. [] is an enlarged view of with a left side roller largely separated-from a left rail.

Description of Embodiments

[0021] shows ort carriages 20 that transport goods 12 along a transportation path in a goods transport facility 10 illustrated as an example of an embodiment of the present invention. In the goods transport facility 10, the transport carriages 20 are ly ed along the transportation path. In this configuration, a direction along the transportation path will be referred to as a longitudinal direction and a ion orthogonal to the transportation path will be referred to as a lateral direction or a width direction. As indicated by arrows in all directions including a forward direction along a transport direction W (the transport direction of the goods 12) are ined (FORWARD/BACKWARD/LEFT/RIGHT). Each of the transport ges 20 includes a tray 14. The transport carriage is moved (caused to travel) in the transport direction W by a drive unit, which is not shown, so that the goods 12 to be transported is placed on the tray 14 during transportation.

[0022] - The ort carriage 20 can laterally tilt the tray 14 with respect to the transport direction W (only shows the tray 14 inclined to the left). The tray 14 is tilted so as to discharge the goods 12 placed on the top surface of the tray 14 to any one of chutes 18 ed on the left and right of the transportation path. The chutes 18 are connected to the respective destinations.

Moreover, the operation of the ort ge 20 is controlled so as to discharge the goods 12 on the tray 14 into the chute 18 connected to the ation of the goods 12. In this way, the transport carriages 20 can transport the goods 12 to the respective destinations. is a plan view of the transport carriage 20.

The transport carriage 20 has a carriage body 22. The carriage body 22 supports the goods 12, which is shown in via the tray 14 and moves along a pair of left and right rails SOL and 30R provided along the ortation path. The rails 30L and 3 OR and the tray 14 in are indicated by virtual lines to ensure ease of viewing of the shape of the carriage body 22 .

The carriage body 22 is substantially shaped like a rectangular plate longitudinally extended along the transport direction W. The rear end of the carriage body 22 (the rear end in the transport direction W serving as a forward direction) is coupled to the front end of another transport ge 20 via a coupler 29. The transport carriages 20 longitudinally disposed (next to each other) along the transport direction W are coupled so as to vertically and horizontally swing with respect to the coupler 29. Thus, even if the transport carriages travel on a curved part or an ups and downs in the transportation path, a train of the transport carriages 20 can consecutively travel along the transportation path. 11 - Furthermore, a tilting device (not shown in that serves as the base of the tray 14 and laterally tilts fche tray 14 is provided on the top surface of the carriage body 22.

[0025] At the front of the carriage body 22, a lly , extending arm 24 is provided so as to cross the longitudinal direction of the ge body 22. Thus, the carriage body 22 including the arm 24 is entirely T- shaped. A coupling portion 21 provided at the center in the lateral direction of the arm 24 is coupled to the rear end of the preceding ort carriage 20 via the coupler 29. The arm 24 further includes a pair of left and right wheels 28 on the left and right ends of the arm 24. The wheels 28 are rotationally supported by the top surface of the left rail 30L and the top surface of the right rail 30R, respectively.

The arm 24 further includes a pair of left and right side s 26L and 26R near the pair of left and right wheels 28. The side rollers 26L and 26R can each rotate about a vertical rotation axis (penetrating the arm 24 in . The outer e of the left side roller 26L is situated so as to face one side of the left rail 30L, whereas the outer surface of the right side roller 26R is situated so as to face one side of the right rail 3 OR.

However, as shown in the outer surfaces of the side rollers 26L and 26R are not in contact with the rails SOL and 3 OR and a small gap is kepfc between the side roller 26L and the rail 30L and between the side roller 26R and the rail 3 OR in a region where the rails SOL and 3 OR linear ly extend (linear part) . When the transport carriage 20 is being deviated from the ortation path by a lateral external force or the like, the side rollers 26L and 26R come into contact with 12 - the sides of the rails 30L and 3 OR so as to limit a lateral movement of the transport carriage 20, y keeping the transport carriage 20 in the transportation path.

[0027] shows the transportation path where the transport carriages 20 travel in the goods transport facility 10 of the present embodiment. In the goods transport facility 10, the left rail 30L and the right rail 3 OR are provided along the transportation path. In other words, the transportation path is ed between the left rail SOL and the right rail 30R. In order to prevent the left rail 30L and the right rail 3 OR from. separating from each other, the left and right rails 30L and 3 OR are coupled to each other via yokes 32 at two or more points in the transportation path.

The transportation path es curved parts for the g rails SOL and 3 OR in addition to linear parts for the linearly extending rails 30L and 3 OR. According to the direction of a curve, the curved parts can be classified into a left curve where the rails SOL and 3 OR turn to the left with respect to the traveling direction W and a right curve where the rails 30L and 3 OR turn to .the right . with respect to the traveling direction W.

Hereinafter, a curving region 40a and an S-curve region 40b in will be mainly discussed. The curving region 40a is a region between a linear part and a left curve and an example of a transition region from a liner part to a curved part. The S-curve region 4 Ob is a region between a left curve and a right curve and an example of a region where the direction of a curve changes.

The upper enlarged view of shows the curving region 40a. As shown in the curving region 40a 13 - includes rail width adjusting mechanisms 50 provided as rail width adjusters capable of ng a ce (rail width) between the left and right rails 30L and 3 OR. The rail width adjusting mechanisms 50 are provided at two or more points in the curving region 40 a. The rail width adjusting isms 50 are also provided in the S-curve region 4 Ob illustrated in the lower enlarged view of As shown in the rail width adjusting mechanisms 50 are provided at the positions of left and right yokes 34L and 34R split from the yoke 32 that s the left and right rails 30L and 3 OR. The left and right rails SOL and 3 OR are not members integrally formed over the transportation path but include a plurality of rail members connected in the udinal direction. As shown in the rail members are connected to each other via connecting bolts 33 .

Specifically, the front face of the yoke 32 provided on the front end of the rear rail member is brought into contact with the rear face of the yoke 32. provided on the rear end of the front rail member, and then the yokes 32 are connected to each other via the connecting bolts 33, so that the rail members are- connected to each other in the longitudinal direction. . is a front view of the transport carriage 20, the rails 30L and 3 OR, and the rail width adjusting mechanisms 50 that are viewed from the front. In the front view of the constituent elements denoted as "L" are disposed on the right side and the constituent elements denoted "R" are disposed on the left side. The left and right rails 30L and 3 OR are plate members substantially bent into E shapes in cross section.

Specifically, as shown in the plate member constituting each of the left and right rails SOL and 3 OR has upper and lower ends that are bent inward in a 14 - lateral direction in The plate member is r bent inward in the lateral direction at a point between the upper and lower ends, forming a middle stage. The top surface of the middle stage serves as .a traveling surface 38 that supports the wheel 28. The side of the middle stage serves as a rail side 36 facing the outer surface of each of the side rollers 26L and 26R.

As shown in the left and right rails 30L and 3 OR are coupled to each other via the yokes 32. At the position of the rail width adjusting mechanism 50 in the yoke 32 is divided into the left separate yoke 34L and the right te yoke 34R. The left and right separate yokes 34L and 34R are laterally fit to the left and right rails 30L and 30R, respectively, from the outside in The left and right separate yokes 34L and 34R are fixed to the left and right rails SOL and 30R, respectively, with bolts or the like, which are not shown.

Thus, when a gap between the left and right separate yokes 34L and 34R is changed, a distance (rail width) between the rails SOL and 30R is also changed. In other words, the left and right separate yokes 34L and 34R act as a pair of left and right positioning members fixed to the left and right rails 30L and 3 OR, respectively.

[0032] In order to easily change a. gap between the left and right yoke halves 34L and 34R, the rail width adjusting mechanism 50 in.includes left and right blocks 52L and 52R and a -end stud 54. The blocks 52L and 52R are gular members. The left block 52L is fixed to the left yoke half 34L by welding or with a bolt.

Likewise, the right block 52R is fixed to the right yoke half 34R. In the present embodiment, as shown in FIGS. 4 and 5, the left and right blocks 52L and 52R are fixed to - the front surfaces of the left and right yoke halves 34L and 34R, respectively.

The double-end stud 54 is disposed between the left and right blocks 52L and 52R. The double-end stud 54 is a long rod member with both ends screwed into the left and right blocks 52L and 52R, respectively. In parts of the blocks 52L and 52R are virtually cut to show the insides of the blocks 52L and 52R. As shown in both ends of the double-end stud 54 are threaded in different ing ions (in a right-handed screw is disposed on the right side a left-handed screw is disposed on the left side). Thus, when an operator rotates the double-end stud 54 about an axis, a gap increases or decreases between the left and right blocks 52L and 52R where both ends of the double-end stud 54 are screwed. This changes a gap between the left and right yoke halves 34L and 34R where the left and right blocks 52L and 52R are fixed, thereby changing a rail width between the left and right rails SOL and 30R. In this way, the rail width adjusting ism 50 shown in can change a rail width between the rails 30L and 3 OR by rotating the double-end stud 54.

As shown in the rail width adjusting mechanisms 50 are provided in the g region 40a and the e region 4 Ob. In the related art, one of the left and right side rollers 26L and 26R is largely separated from the rails 30L and 3 OR in these regions, whereas in the present embodiment, the rail width adjusting mechanisms 50 are provided so as to change a distance between the rails 30L and 3 OR. If a rail width is reduced, as shown in any one of the left and right side rollers 26L and 26R is not separated from the rails SOL and 30R. 16 - shows the orientations of the transport carriages 20 in the curving region 40a if a rail width in the curving region 40a in the upper part of is reduced by the rail width adjusting, mechanism 50. As shown in a rail width between the left and right rails SOL and 3 OR is reduced, so that the left and right side rollers 26L and 26R of the transport carriages 20 in fchis region are all in contact with the left and right rails 3QL and 30R unlike in the related art shown in FIGS. 8 and 9. The side rollers 26R on the outer side of the curve (right side), in ular, are not separated from the outer rail 3 OR.

Noise occurs in the related art of FIGS. 8 and 9 because the outer side roller 96R largely separated from the outer rail 90R collides with the rail 90R with a strong impact obtained in a large gap from the rail 90R before the side roller 96R comes into contact with the rail 90R again. In contrast, in the present embodiment of the outer side rollers 26R are not largely separated from the outer rail 3 OR. Thus, the side rollers 26R do not collide with the rail 3 OR with a strong impact, y preventing the ence of noise in a transition region from a linear part to a curved part.

By using the rail width adjusting mechanism 50 of the present embodiment, noise is prevented also in a region where the ion of a curve changes in a curved part. shows the orientations of the transport carriages in the 8 -curve region 4 Ob if a rail width in the S- curve region 40b in the lower part of is reduced by the rail width adjusting ism 50. As shown in a rail width between the left and right rails 30L and 3 OR is reduced, so that fche left and right side rollers 17 - 26L and 26R of the transport carriages 20 in this region are all in contact with the left and right rails SOL and 30R unlike in the related art shown in FIGS. 10 and 11.

Specifically, the right side roller 26R is not separated from the right rail 3 OR in a left curve and the left sideroller 26L is not ted from the left rail SOL in a right curve. Thus, in the present embodiment of the left and right side rollers 26L and 26R are not largely separated from the left and right rails 30L and 3i3R, so that the side rollers 26L and 26R do not collide with the rails 30L and 30R with a strong impact. This prevents the occurrence of noise in a region where the direction of a curve s in a curved part.

As has been discussed, in the goods transport facility 10 of the present embodiment, the rail width adjusting mechanisms 50 are provided in the curving region 40a (a transition region from a linear part to a curved part) and the S-curve region 4 Ob (a region where the direction of a curve changes in a curved part) as shown in This can reduce a rail width in these regions where the side rollers 26L and 26R may be largely separated from the rails 30L and 3 OR according to the related art. Thus, as shown in FIGS. 6 and 7, the side rollers 26L and 26R can be prevented from largely separating from the rails 30L and 3 OR. This prevents the side rollers 26L and 26R from colliding with the rails SOL and 3 OR with a strong impact. Thus, the probability of noise is reduced in a curved part of the transportation path in the .goods transport facilifcy 10 of the present embodiment.

In the present embodiment, the curving region 40a and the S-curve region 4 Ob in are short s and thus the curvature radius of the transportation path 18 - considerably changes in these regions . As has been discussed, the rail width adjusting isms 50 are provided so as to prevent noise caused by the collision of the side rollers 26L and 26R with the rails SOL and 3 OR.. Thus, when a facility designer designs the transportation path, the curving regions 40a and the S- curve region 4 Ob can be short in the layout, increasing the ility of the layout of the transportation path.

In the present embodiment, the rail width is adjusted by changing a gap between the yoke halves 34L and 34R of .the yoke 32 as shown in The rail width ing mechanism 50 is not limited to this configuration. For example, positioning members such as metal plates may be fixed to the rails SOL and 3 OR at different positions from the yokes 32 and intervals between the positioning members may be changed. In this case, the rail width adjusting isms 50 can be provided at any positions.

Alternatively, the rails 30L and 3 OR may be moved by directly screwing the -end studs 54 into the rails 30L and 3 OR.

In the present embodiment, as shown in the rail width adjusting mechanisms 5.0 are provided at the positions of the yokes 32 in the curving region 40a and the S-curve region 4 Ob. If the rail width adjusting mechanisms 50 are provided at any positions on the assumption that the rail width is constant over the transportation path, the rail width adjusting mechanisms 50 are desirably located so as to change the rail width at positions where the side rollers 26L and 26R are largely separated from the rails SOL and 3 OR. For example, a facility designer simulates the path of fche ort ge 20 on the assumption that the rail width is kept constant in a linear part and a curved part. By examining 19 - the predicted paths of the side rollers 26L and 26R according to the simulation, the positions of the side s 26L and 26R largely separated from the rails 30L and 3 OR on the transportation path can be predicted.

Moreover, if the rail width can be reduced at positions where the side rollers 26L and 26R are y ted from the rails SOL and 30R, that is, at positions where gaps between the rails 30L and 3 OR and the side s 26L and 26R are larger than in a linear part, the side rollers 26L and 26R are not largely separated from the rails SOL and 3 OR, achieving noise prevention. In this case, if the gaps between the side rollers 26L and 26R and the rails SOL and 3 OR can be predicted by simulation, the rail width is desirably reduced by the rail width adjusting ism 50 according to the predicted gaps.

If simulation is difficult in a facility provided- with the rails 30L and 3 OR having complicated shapes, a designer may examine the transport carriages 20 actually ing along the rails SOL and 3 OR and determine the positions of noise. Thereafter, the rail width adjusting mechanisms 50 may be provided so as to change the rail width at the positions. It is not necessary to e the rail width adjusting mechanisms 50 at the same positions as the positions where the side rollers 26L and 26R are largely separated from the rails 30L and 30R.

This is because a change of the rail width at one point leads to s of the rail width at preceding and subsequent points. For this reason, if it is difficult to provide the rail width adjusting mechanisms 50 at the same positions as the positions where the side rollers 26L and 26R are largely separated from the rails 30L and 3 OR, the rail width adjusting mechanisms 50 may be slightly separated from the positions so as to indirectly change the rail width at the positions.

[0042] - In the present embodiment, the rail width adjuster .for changing the rail width is the rail width adjusting mechanism 50 including the double-end stud 54 rotated by an operator. The rail width adjuster is not limited to the rail width adjusting mechanism 50 for manually changing fche rail width. For example, an electric rail width er may be used with the double-end stud 54 driven by a motor.

Moreover, in the goods transport facility 10 of the present embodiment, the carriage body 22 s with the goods 12 supported via the tray 14 as shown in FIGS. 1 and 2. The transported goods 12 may be directly supported on the carriage body 22. ' As shown in each of the transport ges has the tray 14 in the present embodiment. The tray 14 is tilted so as to discharge the goods 12 into the chute 18. Discharging the goods 12 into the chute 18 is not limited to this method. For example, if the tray 14 on the top surface of the transport carriage 20 is replaced with a belt or or a roller conveyor that can move the goods 12 so as to cross'the transport direction W and fche transport carriage 20 is adjacent to the target chute 18, the belt conveyor or the roller conveyor on the top surface may be driven so as to rge the goods 12 into the chute 18.

Reference Signs List 10 goods transport facility ort carriage 26L side roller 26R side roller 30L rail 30R rail 21 - 32 yoke 34L yoke half .34R yoke half 50 rail width ing mechanism

Claims

[Claim 1] A goods transport facility for transporting goods along 5 a transportation path including a linear part and a curved part, the goods transport ty sing: a pair of left and right rails provided along the transportation path; and 10 a plurality of transport carriages configured to move along the rails so as to ort goods, wherein each of the transport carriages includes a carriage body that supports the goods, a pair of left and right wheels that rotate around a first axis of rotation 15 while being supported by top surfaces of the rails, and a pair of left and right side rollers that rotate around a second axis of rotation that is ent from the first axis of rotation, the pair of left and right side roller being located to face sides of the rails and limit a lateral 20 movement of the carriage body, and each of the transport carriages is coupled to the preceding and subsequent transport carriages in a swinging manner so as to be a train of the transport carriages consecutively traveling along the transportation path, and 25 a rail width adjuster capable of changing a rail width between the left and right rails is ed only in two or more points in a region where a curvature of the transportation path changes and being at least one of a curving region being transition from the linear part to the 30 curved part of the transportation path and a region where a direction of a curve changes in the curved part.
[Claim 2] The goods transport facility according to claim 1, 35 wherein a gap n a pair of left and right positioning members fixed to the respective left and right rails is d by the rail width adjuster so as to change the rail width. 5
[Claim 3] The goods transport facility according to claim 2, wherein the pair of left and right positioning members is yoke halves for coupling the left and right rails. 10
[Claim 4] The goods transport ty according to any one of claims 1 to 3, wherein the rail width adjuster is located so as to change a rail width only at a position where a gap between the rail and the side roller is expected to be 15 larger than that of the linear part when the rail width is assumed as constant in both of the linear part and the curved part.