201249691 六、發明說明： 【發明所屬之技術領域】 本發明係關於-種具有複數台於軌道上往返移行之移行 車之移行車系統。 【先前技術】 習知’作為移行車系統，已知有複數台移行車於铺設於地 板之執道上既定之移行區域往返移行並搬送物品者。於此一 移行車祕中，在各移行車移行區域之邊界部分設置有用以 防止移行車彼此碰撞之止動部。而且，有時會變更各移行車 之移行區域，於此情形時進行止動部之移動（參照專利文獻 1)。例如對複數台移行車中之1台進行維修時，為以未要維 修之移行車對應要維修之移行車之移行區域，而進行各移行 區域之變更。又，使移行車於維修後，返回至原先之移行區 域。具體而言，此時，作業者係將止動部自既定之場所撤除 或將止動部設置於既定之場所，藉此進行各移行區域之變 更。 [先前技述文獻] [專利文獻] [專利文獻1]曰本專利特開2001-301609號公報 【發明内容】 (發明所欲解決之問題） 於此一移行車系統中，存在有藉由設置可共有複數台移行 10111815：) 3 201249691 區Γ-之移行區域，而使移行車之作業效率提高之需 邊界之止勤邹，㈣時亦可藉由設置用以規定移行區域之 而，於此一二’防止移订車移動至既定之移行區域外。然 上，就合因^形日夺，若將與習知同樣之止動部設置於執道 共㈣行::動部區隔移行車之移行區域，而無法設置 一=:-t發明係黎於此—狀況而完成者，其目的在於提供 线，即便於麵複數㈣行車對應之複數個移 蒋::二子在共有之移仃區域之情形時，亦配置有用以規定 移灯區域之邊界之止動部。 (解決問題之手段） 為達成上述目的’本發明一形態之移行車系統係具有複數 台於軌道上往返移行之移行車者，且具備有：第—移行車， 其具有第一基台、及朝上述第一基台τ方突出H接 # ’第一移订車’其具有第二基台及第二抵接部，該第二抵 接部朝上述第二基台之下方突出，且配置於在與行進方向交 叉之寬度方向上不與上述第_抵接部之位置重疊之位置；第 止動。p 己置於上述執道上，且於與上述第一抵接部之 上述寬度方向上之位置對應之位置；及第：止動部，其配置 於上述軌道上，且於與上述第二抵接部之上述寬度方向上之 位置對應之位置。 根據上述發明，第-抵接部與第二抵接部係配置於在寬度 101118155 201249691 方向上不重疊之位置。因此，具有第一抵接部之第一移行車 不存在藉由第二止動部限制移行之情況。又，同樣地具有第 二抵接部之第二移行車亦不存在藉由第一止動部限制移行 之情況。由此，於第一移行車之移行區域與第二移行車之移 行區域之間，可一面設置共有之移行區域，一面藉由第一止 動部規定第一移行車之移行區域之邊界，並藉由第二止動部 規定第二移行車之移行區域之邊界。 又，較佳為，該移行車系統進一步具備有對上述第一止動 部及上述第二止動部之至少一者在上述寬度方向上之位置 進行變更之轨道用變更機構。而且，較佳為，上述第一止動 部及上述第二止動部之至少一者係相對於上述行進方向配 置有複數個。 根據上述發明，由於將第一止動部相對於行進方向設置於 兩個位置（或更多），因此藉由使任一者移動至不與第一抵接 部重疊之位置，使作業者無需撤除或設置止動部，即可變更 第一移行車之移行區域。對於第二止動部亦可以同樣之方 法，使變更第二移行車之移行區域變容易。 又，較佳為，該移行車系統進一步具備有對上述第一抵接 部及上述第二抵接部之至少一者在上述寬度方向上之位置 進行變更之移行車用變更機構。 根據上述發明，例如變更第一抵接部在寬度方向上之位 置，並移動至不與第一止動部重疊之位置，藉此可變更第一 10111815·:; 5 201249691 移行車之移行區域。此方法亦可同樣地適用於第二止動部。 又，較佳為，上述第二止動部係位於自上述執道之端部起 隔著在上述行進方向上與上述第一移行車之長度對應之距 離之位置。 根據上述發明，例如於第一移行車因維修而停止之情形 時，使第一移行車配置於軌道上之端部。於此情形時，第一 移行車係存在於自軌道上之端部至與在行進方向上之第一 移行車之長度對應之距離為止之區域（以下稱為第一維修區 域）。因此，藉由於自轨道上之端部起隔著該距離之位置配 置第二止動部，可於第一移行車為維修中而位於第一維修區 域之情形時，防止第二移行車侵入維修空間。因此，進行第 一移行車之維修之作業者可不需確認第二移行車之狀況，而 集中於維修之作業中。 又，較佳為，該移行車系統進一步具備有：第三移行車， 其具有第三抵接部，該第三抵接部係朝下方突出，且配置於 在上述寬度方向上不與上述第一抵接部及上述第二抵接部 之位置重疊之位置；及第三止動部，其配置於上述執道上， 且於與上述第三抵接部之上述寬度方向之位置對應之位 置；上述第三止動部係位於自上述第二止動部起隔著在上述 行進方向上與上述第二移行車之長度對應之距離之位置。 根據上述發明，第一抵接部、第二抵接部及第三抵接部係 配置於在寬度方向上不重疊之位置。因此，具有第一抵接部 101118155 6 201249691201249691 VI. Description of the Invention: [Technical Field of the Invention] The present invention relates to a traveling vehicle system having a plurality of moving vehicles that travel back and forth on a track. [Prior Art] As a traveling vehicle system, it is known that a plurality of moving vehicles move to and from a predetermined moving area on a road that is laid on a floor and transport articles. In this mobile car secret, a stopper for preventing the collision vehicles from colliding with each other is provided at a boundary portion of each of the moving vehicle moving regions. Further, the moving area of each of the moving vehicles may be changed, and in this case, the movement of the stopping portion may be performed (see Patent Document 1). For example, when one of a plurality of shifting vehicles is repaired, the moving areas of the moving vehicles that are not repaired are changed in accordance with the moving areas of the moving vehicles to be repaired. Also, after the bicycle is repaired, it returns to the original transition area. Specifically, at this time, the operator removes the stopper portion from a predetermined place or sets the stopper portion at a predetermined place, thereby changing the respective transition regions. [Prior Art] [Patent Document 1] [Patent Document 1] JP-A-2001-301609 (Summary of the Invention) (Problems to be Solved by the Invention) In this mobile vehicle system, there is a setting by There may be a plurality of moving lines 10111815 :) 3 201249691 area Γ - the moving area, and the efficiency of the moving work of the moving vehicle is increased by the boundary of the required time, (4) can also be set by the use of the specified transition area One or two 'prevent the moving car from moving outside the established transition area. However, if the combination is the same as the conventional one, if the same stop is set in the same way as the conventional (4) line: the moving area is separated from the moving area of the moving carriage, and one cannot be set ==-t invention system Li is in this situation - the completion of the situation, the purpose is to provide the line, even in the plural (four) traffic corresponding to the multiple moves:: the second child in the case of the shared moving area, is also configured to specify the boundary of the shifting area The stop. (Means for Solving the Problem) In order to achieve the above object, a traveling vehicle system according to an aspect of the present invention has a plurality of traveling vehicles that reciprocate on a track, and includes: a first traveling vehicle having a first base station, and a first pick-up vehicle that has a second base and a second abutting portion that protrudes toward the lower side of the second base, and is disposed a position that does not overlap with the position of the first abutting portion in the width direction intersecting the traveling direction; the first stop. And a position corresponding to a position in the width direction of the first abutting portion; and a first stop portion disposed on the track and abutting the second The position of the portion corresponding to the position in the width direction. According to the above invention, the first abutting portion and the second abutting portion are disposed at positions that do not overlap in the direction of the width 101118155 201249691. Therefore, the first traveling vehicle having the first abutting portion does not have a restriction of the movement by the second stopping portion. Further, in the same manner, the second traveling vehicle having the second abutting portion does not restrict the movement by the first stopping portion. Therefore, between the moving area of the first moving vehicle and the moving area of the second moving vehicle, a common moving area can be provided, and the boundary of the moving area of the first moving vehicle is defined by the first stopping portion, and The boundary of the transition region of the second mobile vehicle is defined by the second stopping portion. Furthermore, it is preferable that the bicycle system further includes a rail changing mechanism that changes a position of at least one of the first stopper portion and the second stopper portion in the width direction. Further, it is preferable that at least one of the first stopper portion and the second stopper portion is disposed in plural with respect to the traveling direction. According to the above invention, since the first stopper portion is provided at two positions (or more) with respect to the traveling direction, the operator does not need to move to a position that does not overlap with the first abutting portion, so that the operator does not need to The removal area of the first mobile vehicle can be changed by removing or setting the stop. The same method can be used for the second stopper to make it easier to change the transition area of the second traveling vehicle. Furthermore, it is preferable that the bicycle system further includes a traveling vehicle changing mechanism that changes a position of at least one of the first abutting portion and the second abutting portion in the width direction. According to the above invention, for example, the position of the first abutting portion in the width direction is changed, and the position is not overlapped with the first stopper portion, whereby the first 10111815::; This method is equally applicable to the second stop. Further, preferably, the second stopper portion is located at a position spaced apart from the length of the first traveling vehicle in the traveling direction from the end portion of the lane. According to the above invention, for example, when the first traveling vehicle is stopped due to maintenance, the first traveling vehicle is placed at the end portion of the rail. In this case, the first traveling vehicle is present in an area from the end of the track to a distance corresponding to the length of the first moving vehicle in the traveling direction (hereinafter referred to as a first maintenance area). Therefore, by arranging the second stopping portion at a position separated from the end portion of the rail from the distance, the second mobile vehicle can be prevented from intruding into maintenance when the first traveling vehicle is in maintenance and is located in the first maintenance area. space. Therefore, the operator who performs the maintenance of the first mobile vehicle can concentrate on the maintenance work without confirming the condition of the second mobile vehicle. Further, preferably, the bicycle system further includes: a third traveling vehicle having a third abutting portion that protrudes downward and is disposed not in the width direction a position at which the position of the abutting portion and the second abutting portion overlap; and a third stopping portion disposed at the position corresponding to the position of the third abutting portion in the width direction; The third stopper portion is located at a position separated from the second stopper portion by a distance corresponding to the length of the second traveling vehicle in the traveling direction. According to the above invention, the first abutting portion, the second abutting portion, and the third abutting portion are disposed at positions that do not overlap in the width direction. Therefore, having the first abutment portion 101118155 6 201249691
行區域、第二移行車之移行區域及第三 f坏不具有藉由第一止動 由此，於第一移行車之移 第二移行車之移行區域之 一面藉由第一止動部規定 間，可一面設置共有之移行區域，一 第-移行車之移行區域之邊界，藉由第二止動部規定第二移 行車之移行區域之邊界，並藉由第三止動部規定三移行車之 移行區域之邊界。 (發明效果） 根據本發明之移行車系統，即便於複數個移行區域中存在 有共有之移行區域之情形時，亦可配置用以規定移行區域之 邊界之止動部。 【實施方式】 一面參照圖式一面對本發明之實施形態之移行車系統進 行說明。 (實施形態υ 圖1係本發明之實施形態1之移行車系統丨00之概略立體 圖。12係實施形態1之移行車之洋細立體圖。 首先，使用圖1對實施形態1之移行車系統100進行概略 地說明。 101118155 7 201249691 圖1所示之移行車系統100係由第一移行車l〇a、第二移 行車10b、導軌30、第一止動部41、42及第二止動部51、 52所構成。 如圖2所示，第一移行車10a及第二移行車10b係移載裝 置，且於配置有多個支架之倉庫内移動而將各支架之工件進 行搬出入。又，此第一移行車l〇a及第二移行車10b之構成 包括：基台11，其係於倉庫内移動；車輪12，其配置於基 台11之四個位置且使基台11於導軌30上移行；2個支柱 裝置13，其立設於基台11之左右；升降台14，其相對於各 支柱裝置13上下移動；移載機15，其設置於升降台14上； 調整裝置16 ;及支持框架17，其用以自調整裝置懸掛並支 持升降台14。於各車輪12具備有未圖示之馬達，藉由馬達 驅動使車輪12旋轉，而使第一移行車10a可於導執30上移 行。第一移行車l〇a及第二移行車l〇b藉由使該馬達進行順 向旋轉或逆向旋轉，可沿X方向朝正方向或負方向移行。 即，第一移行車l〇a及第二移行車10b係於導轨30上往返 移行。 導執30係沿X方向配置之2根長條構件，相互隔著既定 之間隔而平行地鋪設於地面。導軌30規定第一移行車10a 及第二移行車10b之軌道。即，於實施形態1之移行車系統 100中，第一移行車10a及第二移行車10b之行進方向為X 方向》 101118155 8 201249691 第一止動部41、42係配置於由導軌30規定之執道上，且 於與行進方向（以下稱為「X方向」）交叉之方向即寬度方向 (以下稱為「Y方向」）上位於第一位置之位置。再者，根據 本實施形態，X方向係與Y方向正交。第二止動部51、52 係配置於由導執30規定之轨道上，且於Y方向上位於第二 位置之位置。第一位置與第二位置於Y方向上之位置不同， 第1止動部41、42與第2止動部51、52係配置於在Y方 向上相互不重疊之位置。 圖3係第一移行車10a由Y方向及Z方向規定之面之剖 面圖。圖4係表示各移行車10a、10b之基台11a、lib、與 第一止動部4卜42及第二止動部51、52之位置關係且由Y 方向及Ζ方向規定之面之剖面圖。以下^使用圖3及圖4 對第一移行車l〇a與第一止動部41、42之位置關係進行說 明。 第一移行車l〇a之基台11a，具有朝下方突出之第一抵接 部1如。第一抵接部18a係配置於在Y方向上位於第一位置 之位置。即，第一止動部41、42係配置於與在第一抵接部 18a之Y方向上之位置對應之位置。此處，所謂在Y方向 上之位置為第一位置，係在導軌30之Y方向上距中心線 CL之寬度為第一寬度W1之兩個位置。即，第一止動部4卜 42係配置於在X方向上相同之位置且相對於Y方向分別配 置於兩個位置。 10111815:5 9 201249691 於第二移行車l〇b之基台llb中，如圖3之虛線及圖4 所示，亦具有朝下方突出之第二抵接部18b。第二抵接部18b 係配置於在Y方向上位於第二位置之位置。即，第二止動 部51、52係配置於與第二抵接部1此在Y方向上之位置對 應之位置。此處，第二位置係在導轨30之Y方向上距中心 線CL之寬度為第二寬度W2之位置。即，第二止動部51、 52係配置於在X方向上相同之位置且相對於Y方向分別配 置於兩個位置。藉此’第一抵接部18a與第二抵接部18b 係配置於在Y方向上相互不重疊之位置。 於實施形態1之移行車系統100中，在正常運行時與維修 時，第一移行車l〇a及第二移行車l〇b之移行區域不同。以 下，使用圖5(a)及圖5(b)對正常運行時之各移行車之移行區 域、及維修時之各移行車之移行區域進行說明。再者，圖 5(a)係實施形態1之移行車系統1〇〇之正常運行時之俯視 圖。圖5(b)係實施形態1之移行車系統1〇〇之維修時之俯視 圖。 於由導執30所規定之軌道之一端部ρι在χ方向上之位 置，配置有為了不會自藉由導軌3〇所區劃之移行區域朝X 方向偏移而限制第一移行車l〇a之移行區域之正常之第— 止動部41。χ ’於由導軌30所規定之軌道之另一端部p2 在X方，上之位置，配置有為了不會自藉由導軌 30所區劃 之移行區域朝X方向偏移而限制第二移行車10b之移行區 101118155 10 201249691 域之正常之第二止動部52。 而且，於自執道之一端部P1起隔著與於X方向上之第一 移行車10a之長度對應之距離L1之位置P3配置有緊急用 之第二止動部51。又，於自執道之另一端部P2起隔著與於 X方向上之第二移行車10b之長度對應之距離L2之位置P4 配置有緊急用之第一止動部42。再者，於實施形態1中， 距離:L1與距離L2相等。 於正常運行時，在移行車系統100中，第一移行車10a 係成為可在軌道之X方向之一端部P1至僅相距第三距離 L3之部分之間的第一移行區域A1移行之狀態。又，第二移 行車10b係成為可在導執30之X方向之另一端部P2至僅 相距第四距離L4之部分之間的第二移行區域A2移行之狀 態。第一移行車l〇a與第二移行車10b並非於相互獨立之區 域移行，而是於重複之共有移行區域A3移行。即，將第三 距離L3及第四距離L4合計之距離，較導軌30全長之距離 長。如此，藉由使第一移行車10a與第二移行車10b於共有 移行區域A3移行，可提高移行車系統之作業效率。 再者，第一移行區域A1並非以物理性區劃之區域，而是 由控制第一移行車l〇a之控制部（未圖示）以軟體規定之區 域。即，第一移行車10a係以於第一移行區域A1内移行之 方式藉由控制部控制其移行區域。控制部對控制第一移行車 10a之移行區域之控制方法，既可以於第一務行車10a裝載 1011181:55 11 201249691 用以識別位置之感測器而於第一移行區域A1内移行之方式 進行控制，亦可以藉由根據第一移行車10a之車輪之旋轉數 算出移行距離來把握第一移行車10a之位置從而於第一移 行區域A1内移行之方式進行控制。又，對於在第二移行區 域A2移行之第二移行車10b亦進行與第一移行車10a同樣 之控制。 其次，使用圖5(b)對維修移行車中之1台移行車之情形進 行說明。於維修第一移行車10a之情形時，以使第一移行車 10a之X方向之端部P1側之端部與端部P1於X方向一致 之方式，移動第一移行車l〇a。即，於維修第一移行車10a 時，第一移行車l〇a係配置於自端部P1至距離L1之間之 第一維修區域All。此時，為填補第一移行車10a之作業區 域即第一移行區域A1，第二移行車10b之第二移行區域A2 係藉由控制部設定成較正常運行時擴展之自端部P2至位置 P3之間之第三移行區域A12。 如此，於第一移行車10a之維修時，第二移行車10b係於 第三移行區域A12移行。此時，第二移行車10b係藉由第 二止動部51、52物理性地被限制於在第三移行區域A12之 範圍移行。即，考慮到第一移行車1 〇a於維修時配置於執道 上之端部即第一維修區域All，緊急用之第二止動部51係 配置於位置P3。因此，於維修第一移行車10a時，可將第 二移行車l〇b之物理性移行區域限制於第三移行區域 101118155 12 201249691 A12，而使維修作業者可不需確認第二移行車1〇b之狀況而 集中於維修之作業。 以上所述亦可同樣地適用於維修第二移行車10b之情形 時，由於藉由替換上述文章之第一與第二即可說明，故此處 省略說明。 (實施形態2) 雖然實施形態1之移行車系統1〇〇係具有2台移行車 10a、10b之移行車系統，但實施形態2之移行車系統2〇〇 係具有3台移行車即第一移行車10a、第二移行車1〇b及第 三移行車10 c之移行車系統。移行車系統2 00係由第〜移行 車10a、第二移行車1〇b、第三移行車10c、導執30、第一 止動部41〜43、第二止動部51、52及第三止動部61〜63 所構成。實施形態2之移行車系統200與實施形態1之移行 車系統100由於移行車之台數不同，因此止動部之數量或位 置、及各移行車所具備之抵接部之位置不同。 除此以外之構成，即導軌沿X方向、各移行車往返移 行於由導轨30所規定之軌道、及各移行車之構成係與實施 形態I相同，故省略說明。 圖6係表示本發明之實施形態2之移行車系統2〇〇之各移 行車10a〜10c之基台11a〜llc、與各止動部41〜43、51、 52、61〜63之位置關係，真為由Y方向及Z方向所規疋之 面之剖面圖。以下，使用圖6對各移行車l〇a〜10c與各止 101118155 13 201249691 動部41〜43、51、52、61〜63之位置關係進行說明。 第一止動部41〜43係配置於由導軌30所規定之執道上， 且於與X方向交叉之方向即在Y方向上位於第一位置之位 置。第二止動部5卜52係配置於由導執30所規定之執道上， 且在Y方向上位於第二位置之位置。第三止動部61〜63係 配置於由導執30所規定之執道上，且在Y方向上位於第三 位置之位置。第一位置、第二位置及第三位置係於Y方向 上之位置相互不同，第一止動部41〜43、第二止動部51、 52及第三止動部61〜63係配置於在Y方向上相互不重疊之 位置。 第一移行車l〇a之基台11a具有朝下方突出之第一抵接部 18a。第一抵接部18a係配置於在Y方向上位於第一位置之 位置。即，第一止動部41〜43係配置於與第一抵接部18a 之Y方向之位置對應之位置。此處，所謂在Y方向上之位 置為第一位置係在導軌30之Y方向上距中心線CL之寬度 為第一寬度W11之兩個位置。即，第一止動部41〜43係配 置於X方向上相同之位置且相對於Y方向分別配置於兩個 位置。 於第二移行車l〇b之基台lib中亦具有朝下方突出之第二 抵接部18b。第二抵接部18b係配置於在Y方向上位於第二 位置之位置。即，第二止動部51、52係配置於與第二抵接 部18b在Y方向上之位置對應之位置。此處，第二位置係 101118155 14 201249691 在導軌30之Y方向上距中心線之寬度為第二寬度wl2 之位置。即’第二止動部51、52係配置於在χ方向上相同 之位置且相對於Υ方向分別配置於兩個位置。 於第二移行車10c之基台Uc中亦具有朝下方突出之第三 抵接部18c。第二抵接部i8c係配置於在γ方向上位於第三 位置之位置。即，第三止動部61〜63係配置於與第三抵接 部18c在Y方向上位置對應之位置。此處，第三位置係在 導執30之Y方向上距中心線cl之寬度為第三寬度W13之 位置。即，第三止動部61〜63係配置於在χ方向上相同之 位置且相對於Υ方向分別配置於兩個位置，藉此，第一抵 接部18a、第二抵接部18b及第三抵接部18c係配置於在γ 方向上之相互不重疊之位置。 於實施形態2之移行車系統2〇〇中，在正常運行時及維修 時，第一移行車l〇a、第二移行車1〇b、及第三移行車1〇c 之移行區域不同。以下，使用圖7(a)〜圖7(c)及圖8(a)、（b) 對正常運行時之各移行車之移行區域、及維修時之各移行車 之移行區域進行說明。再者，圖7(a)係實施形態2之移行車 系統200正常運行時之俯視圖。圖7(b)係實施形態2之移行 車系統200之第-移行車1〇a之維修時之俯視圖。圖; 係實施形態2之移行車系統之第二移行車之維修時 之俯視圖。圖8(a)係實施形態2之移行車系統 /、、 乐 移 行車10a及第二移行車l〇b之維修時之俯視圖。圖灿)係實 1〇11181ii5 15 201249691 施形態2之移行車系統200之第一移行車10a及第三移行車 10c之維修時之俯視圖。 於由導執3〇所規定之軌道之一端部P1在X方向上之位 置，配置有為了不會自藉由導軌30所區劃之移行區域朝X 方向偏移而限制第一移行車l〇a之移行區域之正常之第一 止動部41。而且，於自軌道之/端部P1起隔著與於X方向 上之第一移行車l〇a之長度對應之距離L1之位置P3配置 有緊急用之第二止動部51。而且’於自位置P3起隔著與於 X方向上之第二移行車10b之長度對應之距離L11之位置 P7配置有緊急用之第三止動部61。 又’於軌道中心附近既定之位置P5配置有緊急用之第一 止動部42,於自緊急用之第一止動部42起隔著與於X方向 上之第一移行車之長度對應之距離L13之位置P6配置 有緊急用之第三止動部62。 又’於由導執30所規定之軌道之另一端部P2在X方向 置配置有為了不會自藉由導軌30所區劃之移行區 域朝X方向彳色必γ 响移而限制第三移行車10c之移行區域之正常 之第三止動部63 DJ。而且，於自軌道之另一端部P2起隔著盥 於X方向上之笛 乐一移行車l〇b之長度對應之距離L2之位置 ::置有緊急用之第二止動部52。而且，於自位置P4起 隔著，、於X方向上之第三移行車l〇c之長度對應之距離[12 之位置P8配置有緊急用之第一止動部43。再者，於實施形 101118155 201249691 態2中，距離L1與距離L2相等，距離Lu與距離[ΐ2相 等。 ’、 於正常運行時，在移行車系統200中，第一移行車10a 係成為可在執道之X方向之一端部P1至僅相距距離L21之 4刀之間的第一移行區域A21移行之狀態。又，第三移行 車l〇c係成為可在導執30之X方向之另一端部p2至僅相 距距離L22之部分之間的第三移行區域A23移行之狀態。 而且，第二移行車1〇b係成為可在包含與第一移行車1〇a 重複地移行之共有移行區域A24、及與第三移行車1〇(；重複 地移行之共有移行區域A25的第二移行區域A22移行之狀 態。第一移行區域A22係距離L23。如此，第一移行車1 〇a 與第二移行車l〇b係於重複之共有移行區域A24移行，第 二移行車10b與第三移行車l〇c係於重複之共有移行區域 A25移行。因此，可提高移行車系統之作業效率。又，將距 離L21、距離L22及距離L23合計之距離較導軌30全長之 距離更長。 再者’與實施形態1同樣地，第一移行區域A21、第二移 行區域A22及第三移行區域A23並非以物理性區劃之區 域’而疋藉由控制各移行車l〇a〜1〇c之控制部以軟體規定 之區域。由於此部分係與實施形態1相同，故省略說明。 使用圖7(b)、（c)董十維修移行車中之i台移行車之情形進 行說明。 101118155 201249691 於維修第一移行車10a之情形時，如圖7(b)所示，以使第 一移行車l〇a之X方向之端部P1側之端部與端部P1於X 方向一致之方式，移動第一移行車10a。即，於維修第一移 行車10a時，第一移行車10a係配置於自端部P1至距離L1 之間之第一維修區域A31。此時，為填補第一移行車10a之 作業區域即第一移行區域A21，第二移行車10b之第二移行 區域A22係藉由控制部設定成較正常運行時擴展之自位置 P3至位置P4之間之第二移行區域A32。又，同樣地，為填 補第一移行車l〇a之作業區域即第一移行區域A21，第三移 行車10c之第三移行區域A23係藉由控制部設定成較正常 運行時擴展之自端部P2至位置P7之間之第三移行區域 A33。 雖然第二移行區域A32係設定於位置P3至位置P4之間， 但此係根據與第二移行車10b之第二抵接部18b對應之第二 止動部51、52之位置所規定。即，第二移行區域A32係相 對於第二移行車10b而以物理性區劃之區域，為第二移行車 l〇b之最大移行區域。再者，雖然第二移行區域A32係相對 於第二移行車l〇b之最大物理性移行區域，但移行區域之控 制係以軟體進行。畢竟物理性移行區域係為了不使移行車因 為於移行車發生異常等而導致移行於偏離最大移行區域之 區域所規定之緊急用者。再者，第二移行區域A32亦可不 設定成第二移行車1 〇 b之最大移行區域，只要為填補第一移 101118155 18 201249691 行區域A21之區域即可。第二移行區域A32係由軟體規定， 例如既可為位置P3至位置p8之間，亦可為位置P3至位置 P6之間。 又，雖然第三移行區域A33係設定於端部p2至位置P7 之間，但有關於此亦與第二移行區域A32同樣係根據與第 二抵接部18c對應之第三止動部63、61之位置。於第三止 動部61與第三止動部63之間，配置有於γ方向上寬度相 同之第二止動部62 ’若保持此狀態，則第三移行車1〇c無 法於自端部P2至位置P7為止之第三移行區域A33移行， 僅可於第三止動部62與第三止動部63間之較短之區間移 行。為避免此-情況，如圖9所示，第三止動部幻 可相對於Y方向移動之構成。再者，此構成對於第〜 口M2亦相同。_ 9(a)係表示具有軌道用變更機構^動 動部62及第-止動部42之構成之概略立體圖。，止 三止動部62及第-止動部42之由χ方向及冗 係第 之面之剖面圖。 所規定 第二止動部62係由止動部本體7〇及止動部用導執 構成。止動導軌71之剖㈣狀為c型且沿Υ =所 伸。设置於止動部本體7〇下部之敌合部施，其剖面向延 為T型。嵌合部70a係敌合於止動部用導執71。因此也狀 動部本體7G可相對於止動部用導軌71而朝γ方^此’止 且阻礙相對於X方向之移動。第三止動部62 ，動’ ,如上述 19 201249691 'j 由止動部用導軌71及嵌合部70a所構成I之轨道用變更機 構，因此可相對於Y方向移動，且可相對於X方向發揮與 正常之止動部同樣之作用。如此，第三止勤部62係藉由相 對於γ方向移動而配置於與第二寬度W12及第三寬度W13 未重疊之第一寬度W11之位置。藉此，即便相對於第三彩 行車10c而設定第三移行區域A33，由於第三止動部62位 於不阻礙其移行之位置，因此第三移行車l〇c可於第三移行 區域A33移動。又，即便相對於第二移行車1〇b而設定第 二移行區域A32，由於第三止動部62位於不阻礙其移行之 位置，因此第二移行車勘可於第二移行區域A32移動。 如此，於第一移行車10a之維修時，第二移行車⑽係於 較正常運行時之第二移行區域A22長之第二移行區域A% 移行’第三移行車1Ge係於較正常運行時之第三移行區域 A23長之第三移行區域A33移行。此時，藉由第二止動呷 5!限制第二移行車1〇M月第一維修區域Α3ι側移動。即， 考慮到第—移行車W於祕時配置於轨道上之端部即第 -維修區❺An ’緊急用之第二止動部5"系配置於位置 P3因此，於維修第一移行車1〇&時可將第二移行車⑽ 之物理性移行區域限制為至少自位置P3至與第-移行車 l〇a為相反側之區域，維修作業者可不需確認第二移行 l〇b之狀況而集中於維修之作業。 干 以上所述亦可同樣地適用於維修第三移行車i〇c之情形 101118155The row area, the moving area of the second moving vehicle, and the third f-defect do not have a first stop, thereby being regulated by the first stopping portion on one of the moving areas of the second moving vehicle of the first moving vehicle Between the two, the common transition region, the boundary of the transition region of the first-moving vehicle, the boundary of the transition region of the second mobile vehicle by the second stopping portion, and the third migration by the third stopping portion The boundary of the moving area of the car. (Effect of the Invention) According to the bicycle system of the present invention, even when a common transition region exists in a plurality of transition regions, a stopper for defining a boundary of the transition region may be disposed. [Embodiment] A traveling vehicle system according to an embodiment of the present invention will be described with reference to the drawings. (Embodiment) FIG. 1 is a schematic perspective view of a traveling vehicle system 丨00 according to Embodiment 1 of the present invention. FIG. 1 is a perspective view of a traveling vehicle according to Embodiment 1. First, the bicycle system 100 of Embodiment 1 will be described with reference to FIG. 101118155 7 201249691 The bicycle system 100 shown in FIG. 1 is composed of a first transfer vehicle 10a, a second transfer vehicle 10b, a guide rail 30, first stop portions 41, 42 and a second stop portion. As shown in Fig. 2, the first transfer vehicle 10a and the second transfer vehicle 10b are transfer devices, and are moved in a warehouse in which a plurality of supports are arranged to carry in and out the workpieces of the respective holders. The first moving vehicle 10a and the second moving vehicle 10b comprise: a base 11 that moves within the warehouse; and wheels 12 disposed at four positions of the base 11 and the base 11 on the guide 30 upward movement; two pillar devices 13 standing on the left and right of the base 11; the lifting platform 14 moving up and down with respect to each of the pillar devices 13; the transfer machine 15 being disposed on the lifting platform 14; And a support frame 17 for suspending from the adjustment device and supporting the lifting platform 14 Each of the wheels 12 is provided with a motor (not shown), and the wheel 12 is rotated by the motor drive, so that the first transfer vehicle 10a can be moved on the guide 30. The first transfer vehicle l〇a and the second transfer vehicle l 〇b can be moved in the positive or negative direction in the X direction by causing the motor to rotate in the forward or reverse direction. That is, the first transfer vehicle 10a and the second transfer vehicle 10b are reciprocated on the guide rail 30. The guide 30 is two strip members arranged in the X direction, and is laid on the ground in parallel with each other at a predetermined interval. The guide rail 30 defines the tracks of the first moving vehicle 10a and the second moving vehicle 10b. In the shifting system 100 of the first aspect, the traveling directions of the first moving vehicle 10a and the second moving vehicle 10b are the X direction. 101118155 8 201249691 The first stopping portions 41 and 42 are disposed on the way defined by the guide rail 30, and The direction intersecting the traveling direction (hereinafter referred to as "X direction", that is, the width direction (hereinafter referred to as "Y direction") is located at the first position. Further, according to the present embodiment, the X direction and the Y direction are Orthogonal. The second stoppers 51, 52 are arranged by the guide 30 Positioned on the track and located at the second position in the Y direction. The first position and the second position are different in the Y direction, and the first stoppers 41 and 42 and the second stoppers 51 and 52 are arranged. Fig. 3 is a cross-sectional view of the first traveling vehicle 10a defined by the Y direction and the Z direction. Fig. 4 shows the bases 11a, 11b, and lib of each of the moving vehicles 10a and 10b. A cross-sectional view of the positional relationship between the first stopper portion 42 and the second stopper portions 51 and 52 and defined by the Y direction and the Ζ direction. The following uses the Figs 1 and 4 for the first traveling vehicle 10a The positional relationship with the first stoppers 41 and 42 will be described. The base 11a of the first transfer vehicle 10a has a first abutting portion 1 projecting downward. The first abutting portion 18a is disposed at a position at the first position in the Y direction. In other words, the first stopper portions 41 and 42 are disposed at positions corresponding to the positions in the Y direction of the first abutting portion 18a. Here, the position in the Y direction is the first position, and the width from the center line CL in the Y direction of the guide rail 30 is two positions of the first width W1. That is, the first stoppers 4 are disposed at the same position in the X direction and at two positions with respect to the Y direction. 10111815:5 9 201249691 In the base 11b of the second mobile vehicle 10b, as shown by the broken line in FIG. 3 and FIG. 4, the second abutting portion 18b protruding downward is also provided. The second abutting portion 18b is disposed at a position at the second position in the Y direction. In other words, the second stopper portions 51 and 52 are disposed at positions corresponding to the positions of the second abutting portion 1 in the Y direction. Here, the second position is a position at which the width from the center line CL in the Y direction of the guide rail 30 is the second width W2. That is, the second stopper portions 51, 52 are disposed at the same position in the X direction and are disposed at two positions with respect to the Y direction. Thereby, the first abutting portion 18a and the second abutting portion 18b are disposed at positions that do not overlap each other in the Y direction. In the bicycle system 100 of the first embodiment, the transition areas of the first moving vehicle 10a and the second moving vehicle 10b are different during normal operation and maintenance. Next, the transition area of each of the moving vehicles during normal operation and the moving area of each of the moving vehicles during maintenance will be described with reference to Figs. 5(a) and 5(b). Further, Fig. 5(a) is a plan view showing the normal operation of the bicycle system 1 of the first embodiment. Fig. 5 (b) is a plan view showing the maintenance of the bicycle system 1 of the first embodiment. The position of the end portion ρ of the rail defined by the guide 30 in the χ direction is arranged to limit the first bicycle l〇a in order not to shift from the transition region of the rail 3〇 in the X direction. The normal first-stop portion 41 of the transition region. χ 'The other end portion p2 of the rail defined by the guide rail 30 is disposed on the X side, and the second shifting vehicle 10b is disposed so as not to be displaced in the X direction from the transition region defined by the guide rail 30. Transition zone 101118155 10 201249691 The normal second stop 52 of the domain. Further, a second stopper portion 51 for emergency is disposed at a position P3 at a distance P1 corresponding to the length of the first traveling vehicle 10a in the X direction from one end portion P1 of the lane. Further, the emergency first stop portion 42 is disposed at the other end portion P2 of the self-defeating path at a position P4 at a distance L2 corresponding to the length of the second transfer vehicle 10b in the X direction. Furthermore, in the first embodiment, the distance: L1 is equal to the distance L2. In the normal operation, in the road-moving vehicle system 100, the first road-moving vehicle 10a is in a state in which the first traveling area A1 is movable between one end portion P1 of the track in the X direction and only a portion separated by the third distance L3. Further, the second transfer vehicle 10b is in a state in which the second transfer region A2 between the other end portion P2 of the guide 30 in the X direction and only the portion separated by the fourth distance L4 is movable. The first moving vehicle 10a and the second moving vehicle 10b are not moved in mutually independent areas, but are moved in the repeated shared moving area A3. That is, the total distance between the third distance L3 and the fourth distance L4 is longer than the distance of the entire length of the guide rail 30. Thus, by moving the first transfer vehicle 10a and the second transfer vehicle 10b in the common travel area A3, the work efficiency of the transfer system can be improved. Further, the first transition area A1 is not an area that is physically partitioned, but is an area defined by the control unit (not shown) that controls the first transfer vehicle 10a. That is, the first moving vehicle 10a controls the moving area by the control unit in such a manner that it moves in the first moving area A1. The control unit controls the moving area of the first moving vehicle 10a in a manner that the first traffic vehicle 10a is loaded with 1011181: 55 11 201249691 for identifying the position of the sensor and moving in the first moving area A1. The control may be controlled such that the position of the first moving vehicle 10a is grasped based on the number of rotations of the wheels of the first moving vehicle 10a to move the first moving area A1. Further, the second transfer vehicle 10b that has moved in the second transition area A2 is also controlled in the same manner as the first transfer vehicle 10a. Next, the case of repairing one of the transfer vehicles will be described using FIG. 5(b). In the case of repairing the first transfer vehicle 10a, the first transfer vehicle 10a is moved such that the end portion of the first transfer vehicle 10a on the end portion P1 side in the X direction coincides with the end portion P1 in the X direction. That is, when the first transfer vehicle 10a is repaired, the first transfer vehicle 10a is disposed in the first maintenance area All from the end portion P1 to the distance L1. At this time, in order to fill the work area of the first transfer vehicle 10a, that is, the first transfer area A1, the second transfer area A2 of the second transfer vehicle 10b is set by the control unit to be extended from the end portion P2 to the position during normal operation. The third transition area A12 between P3. Thus, during the maintenance of the first transfer vehicle 10a, the second transfer vehicle 10b moves in the third transition area A12. At this time, the second traveling vehicle 10b is physically restricted from moving in the range of the third transition area A12 by the second stoppers 51, 52. That is, it is considered that the first parking area 1A, which is the end portion of the first moving vehicle 1a disposed on the road, is placed at the position P3. Therefore, when the first moving vehicle 10a is repaired, the physical moving area of the second moving vehicle l〇b can be restricted to the third moving area 101118155 12 201249691 A12, so that the maintenance operator can confirm the second moving vehicle 1〇. The situation of b is concentrated on the maintenance work. The same applies to the case where the second traveling vehicle 10b is repaired as described above. Since the first and second articles are replaced by the above, the description is omitted here. (Embodiment 2) Although the bicycle system 1 of the first embodiment has a traveling system having two moving vehicles 10a and 10b, the traveling system 2 of the second embodiment has three moving vehicles, that is, the first The transfer system of the transfer vehicle 10a, the second transfer vehicle 1〇b, and the third transfer vehicle 10c. The bicycle system 200 is composed of a first shifting vehicle 10a, a second moving vehicle 1〇b, a third moving vehicle 10c, a guide 30, first stopping portions 41 to 43, second stopping portions 51, 52, and The three stoppers 61 to 63 are configured. Since the shifting vehicle system 200 of the second embodiment differs from the shifting vehicle system 100 of the first embodiment in the number of moving vehicles, the number or position of the stopping portions and the positions of the abutting portions of the respective traveling vehicles are different. In addition, the configuration in which the guide rails are reciprocated in the X direction, the rails defined by the guide rails 30, and the configuration of the respective traveling vehicles are the same as those in the first embodiment, and therefore the description thereof will be omitted. Fig. 6 is a view showing the positional relationship between the bases 11a to 11c of each of the transfer vehicles 10a to 10c of the road-moving system 2 according to the second embodiment of the present invention, and the respective stoppers 41 to 43, 51, 52, and 61 to 63; It is a sectional view of the surface regulated by the Y direction and the Z direction. Hereinafter, the positional relationship between each of the traveling vehicles 10a to 10c and each of the stops 101118155 13 201249691 moving parts 41 to 43, 51, 52, 61 to 63 will be described with reference to Fig. 6 . The first stopper portions 41 to 43 are disposed on the lane defined by the guide rail 30, and are located at the first position in the Y direction, that is, the direction intersecting the X direction. The second stopper portion 52 is disposed on the lane defined by the guide 30 and located at the second position in the Y direction. The third stoppers 61 to 63 are disposed on the lane defined by the guide 30 and are located at the third position in the Y direction. The positions of the first position, the second position, and the third position in the Y direction are different from each other, and the first stopper portions 41 to 43, the second stopper portions 51 and 52, and the third stopper portions 61 to 63 are disposed at Positions that do not overlap each other in the Y direction. The base 11a of the first transfer vehicle 10a has a first abutting portion 18a that protrudes downward. The first abutting portion 18a is disposed at a position at the first position in the Y direction. In other words, the first stoppers 41 to 43 are disposed at positions corresponding to the positions of the first abutting portions 18a in the Y direction. Here, the position in the Y direction is the first position in which the width from the center line CL in the Y direction of the guide rail 30 is two positions of the first width W11. That is, the first stopper portions 41 to 43 are disposed at the same position in the X direction and are disposed at two positions with respect to the Y direction. The base lib of the second mobile vehicle lb also has a second abutting portion 18b projecting downward. The second abutting portion 18b is disposed at a position at the second position in the Y direction. In other words, the second stopper portions 51 and 52 are disposed at positions corresponding to the positions of the second abutting portion 18b in the Y direction. Here, the second position is 101118155 14 201249691 in the Y direction of the guide rail 30 at a position from the center line which is the second width wl2. That is, the second stopper portions 51 and 52 are disposed at the same position in the x-direction and are disposed at two positions with respect to the x-direction. The base Uc of the second transfer vehicle 10c also has a third abutting portion 18c that protrudes downward. The second abutting portion i8c is disposed at a position at the third position in the γ direction. In other words, the third stopper portions 61 to 63 are disposed at positions corresponding to the positions of the third abutting portion 18c in the Y direction. Here, the third position is a position at a third width W13 from the center line cl in the Y direction of the guide 30. In other words, the third stopper portions 61 to 63 are disposed at the same position in the x direction and are disposed at two positions with respect to the x direction, whereby the first abutting portion 18a, the second abutting portion 18b, and the first The three abutting portions 18c are disposed at positions that do not overlap each other in the γ direction. In the traveling vehicle system 2 of the second embodiment, the transition areas of the first moving vehicle 10a, the second moving vehicle 1〇b, and the third moving vehicle 1〇c are different during normal operation and maintenance. Hereinafter, the traveling area of each of the traveling vehicles during normal operation and the moving area of each of the moving vehicles during maintenance will be described with reference to Figs. 7(a) to 7(c) and Figs. 8(a) and 8(b). Further, Fig. 7(a) is a plan view showing the normal operation of the bicycle system 200 of the second embodiment. Fig. 7 (b) is a plan view showing the maintenance of the first-moving vehicle 1A of the bicycle system 200 of the second embodiment. Fig. is a plan view showing the maintenance of the second mobile vehicle of the bicycle system of the second embodiment. Fig. 8 (a) is a plan view showing the maintenance of the traveling vehicle system /, the traveling vehicle 10a, and the second traveling vehicle 10b according to the second embodiment. Fig. 1) 11 ii 11181 ii 5 15 201249691 A plan view of the first transfer vehicle 10a and the third mobile vehicle 10c of the shifting system 200 of the second embodiment. The position of the end portion P1 of one of the rails defined by the guide 3 in the X direction is arranged to limit the first bicycle l〇a in order not to shift from the transition region defined by the guide rail 30 in the X direction. The normal first stop portion 41 of the transition region. Further, a second stopper portion 51 for emergency is disposed at a position P3 from the rail/end portion P1 via a distance L1 corresponding to the length of the first bicycle 10a in the X direction. Further, the third stopper portion 61 for emergency is disposed at a position P7 from the position P3 via a distance L11 corresponding to the length of the second traveling vehicle 10b in the X direction. Further, the first stop portion 42 for emergency use is disposed at a predetermined position P5 near the center of the track, and corresponds to the length of the first transfer vehicle in the X direction from the first stop portion 42 for emergency use. A third stop portion 62 for emergency use is disposed at a position P6 of the distance L13. Further, in the other end portion P2 of the rail defined by the guide 30, a third shifting vehicle is disposed in the X direction so as not to falsify in the X direction from the transition region defined by the guide rail 30. The normal third stop portion 63 DJ of the transition region of 10c. Further, at the other end portion P2 of the track, the position of the distance L2 corresponding to the length of the flute-moving vehicle 10b in the X direction is placed with the second stopper portion 52 for emergency use. Further, the first stop portion 43 for emergency is disposed at a position P8 corresponding to the length of the third transfer vehicle 10c in the X direction from the position P4. Furthermore, in the state of the embodiment 101118155 201249691, the distance L1 is equal to the distance L2, and the distance Lu is equal to the distance [ΐ2. ' In normal operation, in the road-moving vehicle system 200, the first road-moving vehicle 10a is moved to the first transitional area A21 between one end P1 of the X-direction of the obedience and 4 knives of only the distance L21. status. Further, the third traveling vehicle 10c is in a state in which the third traveling area A23 between the other end portion p2 of the guide 30 in the X direction and the portion only between the distances L22 is moved. Moreover, the second moving vehicle 1〇b is a shared moving area A24 that can be repeatedly moved with the first moving vehicle 1〇a, and a third moving vehicle 1〇 (the repeated moving part of the shared moving area A25) The state of the second transition area A22 is shifted. The first transition area A22 is the distance L23. Thus, the first moving vehicle 1 〇a and the second moving vehicle l〇b are moved in the repeated common moving area A24, and the second moving vehicle 10b And the third moving vehicle l〇c is moved in the repeated common moving area A25. Therefore, the working efficiency of the moving bicycle system can be improved. Further, the distance between the distance L21, the distance L22 and the distance L23 is more than the distance of the entire length of the guide rail 30. Further, in the same manner as in the first embodiment, the first transition area A21, the second transition area A22, and the third transition area A23 are not physically "regions" and are controlled by the respective vehicles l〇a~1. The control unit of 〇c is the area defined by the software. Since this part is the same as that of the first embodiment, the description is omitted. The use of the i-way moving vehicle in the maintenance of the travel vehicle in Fig. 7(b) and (c) will be explained. 101118155 201249691 Yu Wei In the case of the first transfer vehicle 10a, as shown in Fig. 7(b), the end portion of the end portion P1 side in the X direction of the first transfer vehicle 10a is moved in the X direction. The first moving vehicle 10a. That is, when the first moving vehicle 10a is repaired, the first moving vehicle 10a is disposed in the first maintenance area A31 from the end portion P1 to the distance L1. At this time, to fill the first moving vehicle The work area of 10a is the first transfer area A21, and the second transfer area A22 of the second transfer vehicle 10b is set by the control unit to be the second transfer area A32 extending from the position P3 to the position P4 during normal operation. Moreover, similarly, in order to fill the first transition area A21 of the work area of the first transfer vehicle 10a, the third transfer area A23 of the third transfer vehicle 10c is set to be self-end extended by the control unit. The third transition region A33 between the portion P2 and the position P7. Although the second transition region A32 is set between the position P3 and the position P4, this corresponds to the second abutting portion 18b of the second traveling vehicle 10b. The position of the second stopping portions 51, 52 is specified. That is, the second transition region A32 is relatively The second moving carriage 10b is the area of physical division, which is the maximum moving area of the second moving vehicle l〇b. Furthermore, although the second moving area A32 is the largest physical moving relative to the second moving bicycle l〇b The area, but the control of the transition area is performed by software. After all, the physical transition area is used to prevent the emergency vehicle from moving to the area deviating from the maximum transition area because of the abnormality of the mobile vehicle. The second transition area A32 may not be set as the maximum transition area of the second transfer vehicle 1 〇b, as long as it fills the area of the first movement 101118155 18 201249691 line area A21. The second transition area A32 is defined by the software, and may be, for example, between the position P3 and the position p8, or between the position P3 and the position P6. Further, although the third transition region A33 is set between the end portion p2 and the position P7, the third transition portion 63 corresponding to the second abutting portion 18c is also used in the same manner as the second transition region A32. 61 location. Between the third stopper portion 61 and the third stopper portion 63, a second stopper portion 62' having the same width in the γ direction is disposed. If this state is maintained, the third road vehicle 1〇c cannot be self-supported. The third transition region A33 from the portion P2 to the position P7 is moved, and only the shorter interval between the third stopper portion 62 and the third stopper portion 63 can be moved. To avoid this, as shown in Fig. 9, the third stopper portion is configured to move relative to the Y direction. Furthermore, this configuration is also the same for the first port M2. _9(a) is a schematic perspective view showing a configuration including a rail changing mechanism ^moving portion 62 and a first stopping portion 42. A cross-sectional view of the third stop portion 62 and the first stop portion 42 from the meandering direction and the redundant first surface. The second stopper portion 62 is defined by the stopper main body 7〇 and the stopper for guiding the stopper. The section (4) of the stop rail 71 is c-shaped and extends along Υ = . The enemy portion disposed at the lower portion of the stopper body 7 has a T-shaped cross section. The fitting portion 70a is hosted by the stopper portion guide 71. Therefore, the moving portion main body 7G can be prevented from moving toward the γ with respect to the stopper rail 71 and hindering the movement with respect to the X direction. The third stopper portion 62 is movable as described in the above-mentioned 19 201249691 'j. The rail changing mechanism of the stop portion 71 and the fitting portion 70a is movable in the Y direction and is movable relative to the X. The direction plays the same role as the normal stop. In this manner, the third duty unit 62 is disposed at a position of the first width W11 that does not overlap the second width W12 and the third width W13 by moving in the γ direction. Thereby, even if the third transition area A33 is set with respect to the third color traveling vehicle 10c, since the third stopper portion 62 is located at a position that does not hinder its movement, the third traveling vehicle 10c can be moved in the third transition area A33. . Further, even if the second transfer area A32 is set with respect to the second transfer vehicle 1b, since the third stop portion 62 is located at a position where the movement is not hindered, the second transfer plan can be moved in the second transfer area A32. Thus, during the maintenance of the first moving vehicle 10a, the second moving vehicle (10) is in the second moving area A% longer than the second moving area A22 in the normal operation, and the third moving vehicle 1Ge is in the normal operation. The third transition area A33 of the third transition area A23 is moved. At this time, the second mobile vehicle 1M is moved by the second stop 呷 5! In other words, it is considered that the first parking portion, which is the end portion of the first traveling vehicle W, which is disposed on the track at the time of the secret, is placed at the position P3, so that the first mobile vehicle 1 is repaired. 〇& can limit the physical transition area of the second moving vehicle (10) to at least the area from the position P3 to the opposite side of the first-shifting vehicle l〇a, the maintenance operator can confirm the second moving line l〇b The situation is focused on the maintenance work. The above can also be applied to the case of repairing the third mobile vehicle i〇c. 101118155
20 201249691 時，由於藉由將左右倒置即可說明，故此處省略說明。 於維修第二移行車10b之情形時，如圖7(c)所示，第二移 行車10b係配置於位置P5與位置P6之間之第二維修區域 A42。即，第二移行車10b係配置於第一止動部42與第三 止動部62之間。此時，為填補第二移行車10b之第二移行 區域A22，第一移行車10a之第一移行區域A21係藉由控 制部設定成較正常運行時擴展之自端部P1至位置P5之間 之第一移行區域A41。又，同樣地，為填補第二移行車10b 之作業區域即第二移行區域A22,第三移行車10c之第三移 行區域A23係藉由控制部設定成較正常運行時擴展之自端 部P2至位置P6之間之第三移行區域A43。 如此，於第二移行車10b之維修時，第一移行車10a係於 較正常運行時之第一移行區域A21長之第一移行區域A41 移行，第三移行車10c係於較正常運行時之第三移行區域 A23長之第三移行區域A43移行。此時，藉由第一止動部 42限制第一移行車10a朝第二維修區域A42側移動。又， 藉由第三止動部62限制第三移行車10c朝第二維修區域 A42側移動。即，考慮到第二移行車10b於維修時會配置於 第二維修區域A42，緊急用之第一止動部42係配置於第二 維修區域A42之第一移行車10a側之端部即位置P5。又， 考慮到第二移行車l〇b於維修時配置於第二維修區域 A42，緊急用之第三止動部62係配置於第二維修區域A42 101118155 21 201249691 之第三移行車10c側之端部即位置P6。因此，於維修第二 移行車10b時，可將第一移行車10a之物理性移行區域限制 為至少自位置P5至第一移行車10a側之區域，又，可將第 三移行車l〇c之物理性移行區域限制為至少自位置P6至第 三移行車l〇c側之區域。因此，維修作業者可不需確認第一 移行車10a及第三移行車10c之狀況，而集中於維修之作業。 使用圖8(a)、（b)對維修移行車中之2台移行車之情形進 行說明。 於維修第一移行車10a及第二移行車10b之情形時，如圖 8(a)所示，以使第一移行車10a之X方向之端部P1側之端 部與端部P1於X方向一致之方式，移動第一移行車10a。 即，於維修第一移行車10a時，第一移行車10a係配置於自 端部P1至距離L1之間之第一維修區域A51。而且，以使 第二移行車l〇b之X方向之端部P1側之端部與位置P3於 X方向一致之方式，移動第二移行車10b。即，於與第一移 行車10a同時期地維修第二移行車10b時，第二移行車10b 係配置於自位置P3至距離L11之間之第二維修區域A52。 此時，為填補第一移行車10a及第二移行車10b之作業區域 即第一移行區域A21及第二移行區域A22,第三移行車10c 之第三移行區域A23係藉由控制部設定成較正常運行時擴 展之自端部P2至位置P7之間之第三移行區域A53。此時， 如圖7(b)所說明，第三止動部62係藉由相對於Y方向移動 101118155 22 201249691 而配置於與第三寬度W13未重疊之第一寬度W11之位置。 如此，於第一移行車10a及第二移行車10b之維修時，第 三移行車l〇c係於較正常運行時之第三移行區域A23長之 第三移行區域A53移行。此時，藉由第三止動部61限制第 三移行車l〇c朝第二維修區域A52側移動。即，考慮到第 一移行車l〇a及第三移行車10c於維修時配置於執道上之端 部即第一維修區域A51及第二維修區域A52，緊急用之第 三止動部61係配置於位置P7。因此，於維修第一移行車10a 及第二移行車l〇b時，可將第三移行車10c之物理性移行區 域限制為至少自位置P7至第三移行車10c側之區域。而且， 維修作業者可不需確認第三移行車l〇c之狀況，而集中於維 修之作業。 以上所述亦可同樣地適用於維修第二移行車10b及第三 移行車10c之2台移行車之情形時，由於藉由將左右倒置即 可進行說明，故此處省略說明。 於維修第一移行車l〇a及第三移行車10c之情形時，如圖 8(b)所示，以使第一移行車10a之X方向之端部P1側之端 部與端部P1於X方向一致之方式，移動第一移行車l〇a。 即，於維修第一移行車10a時，第一移行車10a係配置於自 端部P1至距離L1之間之第一維修區域A61。又，以使第 三移行車l〇c之X方向之端部P2側之端部與端部P2於X 方向一致之方式，移動第三移行車10c。即，於維修第三移 101118155 23 201249691 行車10c時，第三移行車10c係配置於自端部P2至距離L2 之間之第三維修區域A63。此時，為填補第一移行車10a之 作業區域即第一移行區域A21、及第三移行車10c之作業區 域即第三移行區域A23，第二移行車10b之第二移行區域 A22係藉由控制部設定成較正常運行時擴展之自位置P3至 位置P4之間之第二移行區域A62。 如此，於第一移行車l〇a及第三移行車10c之維修時，第 二移行車l〇b係於較正常運行時之第二移行區域A22長之 第二移行區域A62移行。此時，藉由第二止動部51限制第 二移行車l〇b朝第一維修區域A61側移動，藉由第二止動 部52限制第二移行車10b朝第三維修區域A63側移動。.即， 考慮到第一移行車l〇a於維修時配置於第一維修區域A61， 第二止動部51係配置於第一維修區域A61之第二移行車 l〇b側之端部即位置P3。又，考慮到第三移行車10c配置於 第三維修區域A63，第二止動部52係配置於第三維修區域 A63之第二移行車10b側之端部即位置P4。因此，於維修 第一移行車l〇a及第三移行車10c時，可將第二移行車10b 之物理性移行區域限制於自位置P3至位置P4之區域。因 此，維修作業者可不需確認第二移行車10b之狀況，而集中 於維修之作業。 根據上述實施形態，雖然各止動部41〜43、51、52、61 〜63相對於在X方向上相同之位置，於以2條導軌之Y方 101118155 24 201249691 向之中心線CL為基準之既定寬度分別配置於兩個位置，但 各止動部41〜43、51、52、61〜63在Y方向上之位置並不 限定於距中心之寬度。即，位於X方向上相同之位置之兩 個位置之止動部在Y方向上之中心亦可不與2條導執在Y 方向之中心一致。又，各止動部41〜43、51、52、61〜63 相對於X方向上相同之位置並非各限定於兩個位置，亦可 為各一個位置。又，與第一移行車10a及第二移行車10b 對應之止動部只要相對於Y方向配置於未重疊之位置即可。 再者，第一位置及第二位置係分別定義為自Y方向之2 條導執30之中心線CL相距距離L1之位置及相距距離L2 之位置。然而，成為第一位置及第二位置之基準之位置並未 限定於2條導軌30之中心線CL，亦可為在Y方向上既定 之位置。例如，可將2條導執30内之一者作為第一位置及 第二位置之基準，於此情形時，於Y方向上，第一位置係 成為自2條導執30内之一者相距第三距離之位置，第二位 置係成為自2條導執30内之一者相距不與第一位置重疊之 第四距離之位置。又，第一位置及第二位置相對於X方向 上之相同之位置並未各限定於兩個位置，亦可為各一個位 置。 根據上述實施形態，第一止動部42及第三止動部62雖然 具備有執道用變更機構，但並非限定於止動部側，移行車側 之抵接部亦可具備有軌道用變更機構。又，將複數個具有執 101118155 25 201249691 道用變更機構之止動部相對於如圖5之移行車為2台之系統 之X方向設置，以僅使其中一個位置與例如第一抵接部18a 重疊之方式移動，藉此，作業者無需撤去或設置止動部即可 變更第一移行車10a之移行區域。又，對於第二移行車l〇b 而言亦可利用同樣之方法。 以上，雖然已對本發明之一實施形態進行說明’但本發明 並未限定於上述實施形態者，於不脫離發明之要旨之範圍可 進行各種變更。尤其’寫於本說明書争之複數個實施形態及 變形例可視需要任意地組合。 (產業上之可利用性） 本發明係即便於複數個移行區域存在有共有之移行區域 之情形時，亦可利用作為可配置用以規定移行區域之邊界之 止動部之移行車系統等。 【圖式簡單說明】 圖1係本發明之實施形態1之移行車系統之概略立體圖。 圖2係實施形態1之移行車之詳細立體圖。 圖3係第一移行車由Y方向及Z方向規定之面之剖面圖。 圖4係表示實施形態1之移行車系統之各移行車之基台、 與第一止動部及第二止動部之位置關係且由γ方向及z方 向規定之面之剖面圖° 圖5(a)係實施形態1之移行車系統在正常運行時之俯視 圖。圖5(b)係實施形態1之移行車系統在維修時之俯視圖。 101118155 26 201249691 圖6係表示本發明之實施形態2之移行車系統之各移行車 之基台、與各止動部之位置關係，且由Y方向及Z方向規 定之面之剖面圖。 圖7(a)係實施形態2之移行車系統在正常運行時之俯視 圖。圖7(b)係實施形態2之移行車系統之第一移行車在維修 時之俯視圖。圖7(c)係實施形態2之移行車系統之第二移行 車在維修時之俯視圖。 圖8 (a)係實施形態2之移行車系統之第一移行車及第二移 行車在維修時之俯視圖。圖8(b)係實施形態2之移行車系統 之第一移行車及第三移行車在維修時之俯視圖。 圖9(a)係表示具有執道用變更機構之第三止動部及第一 止動部之構成之概略立體圖。圖9(b)係第三止動部及第一止 動部兩X方向及Z方向規定之面之剖面圖。 【主要元件符號說明】 10a 第一移行車 10b 第二移行車 10c 第三移行車 1卜 11a、lib、11c 基台 12 車輪 13 支柱裝置 14 升降台 15 移載機 10111815：) 27 201249691 16 17 18a 18b 18c 30 調整裝置 支持框架 第一抵接部 第-一抵接部 第三抵接部 導轨 41 ' 42 ' 43 51 ' 52 61 ' 62 ' 63 70 70a 7120 201249691, since it can be explained by inverting the left and right, the description is omitted here. In the case of repairing the second transfer vehicle 10b, as shown in Fig. 7(c), the second transfer vehicle 10b is disposed in the second maintenance area A42 between the position P5 and the position P6. That is, the second transfer vehicle 10b is disposed between the first stopper portion 42 and the third stopper portion 62. At this time, in order to fill the second transfer area A22 of the second transfer vehicle 10b, the first transfer area A21 of the first transfer vehicle 10a is set by the control unit to be expanded from the end portion P1 to the position P5 during normal operation. The first transition area A41. Further, similarly, in order to fill the second transfer area A22, which is the work area of the second transfer vehicle 10b, the third transfer area A23 of the third transfer vehicle 10c is set to be self-end P2 which is expanded by the control unit during normal operation. The third transition area A43 between the positions P6. Thus, during the maintenance of the second moving vehicle 10b, the first moving vehicle 10a is moved in the first moving area A41 which is longer than the first moving area A21 in the normal operation, and the third moving vehicle 10c is in the normal operation. The third transition area A43 of the third transition area A23 is moved. At this time, the first moving portion 10a is restricted from moving toward the second maintenance area A42 side by the first stopper portion 42. Further, the third moving portion 10c is restricted from moving toward the second maintenance area A42 side by the third stopper portion 62. That is, it is considered that the second transfer vehicle 10b is disposed in the second maintenance area A42 during maintenance, and the first emergency stop portion 42 is disposed at the end of the second maintenance area A42 on the side of the first transfer vehicle 10a. P5. Further, it is considered that the second transfer vehicle 10b is disposed in the second maintenance area A42 during maintenance, and the third emergency stop 62 is disposed on the third transfer vehicle 10c side of the second maintenance area A42 101118155 21 201249691. The end is the position P6. Therefore, when the second moving vehicle 10b is repaired, the physical moving area of the first moving vehicle 10a can be restricted to at least the area from the position P5 to the first moving vehicle 10a side, and the third moving vehicle can be used. The physical transition area is limited to at least the area from the position P6 to the third transfer vehicle l〇c side. Therefore, the maintenance operator can concentrate on the maintenance work without confirming the conditions of the first moving vehicle 10a and the third moving vehicle 10c. The case of repairing two of the transfer vehicles in the mobile vehicle will be described using Figs. 8(a) and (b). In the case of repairing the first transfer vehicle 10a and the second transfer vehicle 10b, as shown in Fig. 8(a), the end portion and the end portion P1 of the end portion P1 side of the first direction of the first traveling vehicle 10a are X. The first moving vehicle 10a is moved in the same direction. That is, when the first transfer vehicle 10a is repaired, the first transfer vehicle 10a is disposed in the first maintenance area A51 between the end portion P1 and the distance L1. Further, the second transfer vehicle 10b is moved such that the end portion of the second moving portion 10b on the end portion P1 side in the X direction coincides with the position P3 in the X direction. That is, when the second transfer vehicle 10b is repaired at the same time as the first transfer vehicle 10a, the second transfer vehicle 10b is disposed in the second maintenance area A52 between the position P3 and the distance L11. At this time, in order to fill the first transfer area A21 and the second transfer area A22, which are the work areas of the first transfer vehicle 10a and the second transfer vehicle 10b, the third transfer area A23 of the third transfer vehicle 10c is set by the control unit. The third transition area A53 extends from the end portion P2 to the position P7 during normal operation. At this time, as illustrated in Fig. 7(b), the third stopper portion 62 is disposed at a position of the first width W11 that does not overlap the third width W13 by moving 101118155 22 201249691 with respect to the Y direction. Thus, during the maintenance of the first moving vehicle 10a and the second moving vehicle 10b, the third moving vehicle 10c is moved in the third moving area A53 which is longer than the third moving area A23 in the normal operation. At this time, the third moving portion 10c is restricted from moving toward the second maintenance area A52 side by the third stopper portion 61. That is, in consideration of the first maintenance area A51 and the second maintenance area A52, which are the ends of the first transfer vehicle 10a and the third transfer vehicle 10c which are disposed on the road during maintenance, the third stop portion 61 for emergency use is Configured at location P7. Therefore, when the first transfer vehicle 10a and the second transfer vehicle 10b are repaired, the physical transition area of the third transfer vehicle 10c can be restricted to at least the area from the position P7 to the third transfer vehicle 10c side. Moreover, the maintenance operator can concentrate on the maintenance work without confirming the condition of the third mobile vehicle. The above description can be similarly applied to the case of repairing two traveling vehicles of the second moving vehicle 10b and the third moving vehicle 10c, and the description can be omitted by inverting the left and right. In the case of repairing the first transfer vehicle 10a and the third transfer vehicle 10c, as shown in FIG. 8(b), the end portion and the end portion P1 of the end portion P1 side in the X direction of the first transfer vehicle 10a are provided. The first moving vehicle l〇a is moved in a manner consistent with the X direction. That is, when the first transfer vehicle 10a is repaired, the first transfer vehicle 10a is disposed in the first maintenance area A61 between the end portion P1 and the distance L1. Further, the third traveling vehicle 10c is moved such that the end portion on the end portion P2 side in the X direction of the third traveling vehicle 10c coincides with the end portion P2 in the X direction. That is, when the third movement 101118155 23 201249691 driving 10c is repaired, the third moving vehicle 10c is disposed in the third maintenance area A63 from the end portion P2 to the distance L2. At this time, in order to fill the work area of the first transfer vehicle 10a, that is, the first transfer area A21 and the work area of the third transfer vehicle 10c, that is, the third transfer area A23, the second transfer area A22 of the second transfer vehicle 10b is used by The control unit is set to a second transition area A62 that is extended from the position P3 to the position P4 during normal operation. Thus, during the maintenance of the first transfer vehicle 10a and the third transfer vehicle 10c, the second transfer vehicle 10b is moved in the second transfer area A62 which is longer than the second transfer area A22 during normal operation. At this time, the second moving portion 10b is restricted from moving toward the first maintenance area A61 side by the second stopper portion 51, and the second moving portion 10b is restricted from moving toward the third maintenance area A63 side by the second stopper portion 52. . That is, it is considered that the first transfer vehicle 10a is disposed in the first maintenance area A61 during maintenance, and the second stop portion 51 is disposed at the end of the second transfer vehicle 10b side of the first maintenance area A61. Position P3. Further, it is considered that the third transfer vehicle 10c is disposed in the third maintenance area A63, and the second stop portion 52 is disposed at the position P4 which is the end of the second transfer vehicle 10b side of the third maintenance area A63. Therefore, when the first transfer vehicle 10a and the third transfer vehicle 10c are repaired, the physical travel area of the second transfer vehicle 10b can be restricted to the area from the position P3 to the position P4. Therefore, the maintenance operator can concentrate on the maintenance work without confirming the condition of the second mobile vehicle 10b. According to the above embodiment, each of the stopper portions 41 to 43, 51, 52, and 61 to 63 is based on the center line CL of the Y-side 101118155 24 201249691 of the two rails with respect to the same position in the X direction. The predetermined widths are respectively arranged at two positions, but the positions of the respective stopper portions 41 to 43, 51, 52, 61 to 63 in the Y direction are not limited to the width from the center. That is, the center of the stopper in the two positions at the same position in the X direction may not coincide with the center of the two guides in the Y direction. Further, the positions of the stopper portions 41 to 43, 51, 52, and 61 to 63 which are the same in the X direction are not limited to two positions, and may be one position. Further, the stoppers corresponding to the first transfer vehicle 10a and the second transfer vehicle 10b may be disposed at positions that are not overlapped with respect to the Y direction. Further, the first position and the second position are defined as positions at which the center line CL of the two guides 30 from the Y direction is apart from the distance L1 and at a distance L2. However, the position at which the first position and the second position are referenced is not limited to the center line CL of the two guide rails 30, and may be a predetermined position in the Y direction. For example, one of the two guides 30 can be used as a reference for the first position and the second position. In this case, in the Y direction, the first position is one of the distances from the two guides 30. The position of the third distance is the position at which the one of the two guides 30 is separated from the first position by a fourth distance. Further, the positions of the first position and the second position with respect to each other in the X direction are not limited to two positions, and may be one position. According to the above-described embodiment, the first stopper portion 42 and the third stopper portion 62 are provided with the lane changing mechanism. However, the first stopper portion 42 and the third stopper portion 62 are not limited to the stopper portion side, and the abutment portion on the shifting vehicle side may be provided with a rail change. mechanism. Further, a plurality of the stoppers having the 101118155 25 201249691 lane changing mechanism are disposed in the X direction of the system having two shifting vehicles as shown in FIG. 5, so that only one of the positions is, for example, the first abutting portion 18a. The movement is performed in an overlapping manner, whereby the operator can change the travel area of the first transfer vehicle 10a without removing or providing the stopper. Also, the same method can be used for the second bicycle l〇b. In the above, the embodiment of the present invention has been described. The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the invention. In particular, the various embodiments and modifications described in this specification can be arbitrarily combined as desired. (Industrial Applicability) The present invention can be used as a traveling vehicle system or the like which can arrange a stopper for defining a boundary of a transition region even when a plurality of transition regions have a common transition region. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic perspective view of a traveling vehicle system according to a first embodiment of the present invention. Fig. 2 is a detailed perspective view of the traveling vehicle of the first embodiment. Figure 3 is a cross-sectional view of the first shifting vehicle defined by the Y direction and the Z direction. 4 is a cross-sectional view showing a positional relationship between a base of each of the traveling vehicles of the traveling vehicle system according to the first embodiment and a first stop portion and a second stopper portion, and defined by the γ direction and the z direction. FIG. (a) is a plan view of the shifting vehicle system of the first embodiment in normal operation. Fig. 5 (b) is a plan view showing the traveling system of the first embodiment at the time of maintenance. Fig. 6 is a cross-sectional view showing the positional relationship between the base of each of the traveling vehicles of the traveling system according to the second embodiment of the present invention and the respective stopper portions, and defined by the Y direction and the Z direction. Fig. 7 (a) is a plan view showing the shifting system of the second embodiment in a normal operation. Fig. 7 (b) is a plan view showing the first traveling vehicle of the traveling vehicle system of the second embodiment at the time of maintenance. Fig. 7 (c) is a plan view showing the second shifting vehicle of the traveling vehicle system of the second embodiment at the time of maintenance. Fig. 8 (a) is a plan view showing the first transfer vehicle and the second transfer vehicle of the bicycle system of the second embodiment at the time of maintenance. Fig. 8(b) is a plan view showing the first transfer vehicle and the third transfer vehicle of the bicycle system of the second embodiment at the time of maintenance. Fig. 9 (a) is a schematic perspective view showing a configuration of a third stopper portion and a first stopper portion having a road changing mechanism. Fig. 9 (b) is a cross-sectional view showing a predetermined surface of the third stopper portion and the first stopper portion in the X direction and the Z direction. [Main component symbol description] 10a First moving vehicle 10b Second moving vehicle 10c Third moving vehicle 1b11a, lib, 11c Base station 12 Wheel 13 Pillar device 14 Elevating platform 15 Transfer machine 10111815 :) 27 201249691 16 17 18a 18b 18c 30 Adjusting device support frame 1st abutment 1st abutment 3rd abutment guide 41 ' 42 ' 43 51 ' 52 61 ' 62 ' 63 70 70a 71
100 、 200 CL A1 ' A21 > A41 A2、A22、A32、A62 A3、A24、A25 A12、A23、A33、A43100, 200 CL A1 ' A21 > A41 A2, A22, A32, A62 A3, A24, A25 A12, A23, A33, A43
All、A31、A51、A61 A42 ' A52 A63 第一止動部 第二止動部 第三止動部 止動部本體 嵌合部 止動部用導軌 移行車系統 中心線 第一移行區域 第二移行區域 共有移行區域 A53 第三移行區域 第一維修區域 第二維修區域 第三維修區域 L1 〜L4、L11 〜L13、L21 〜L23 距離 101118155 28 201249691 PI ' P2 端部 P3 〜]P8 位置 W1、Wll 第一寬度 W2 * W12 第二寬度 W13 第三寬度 1011181.55 29All, A31, A51, A61 A42 ' A52 A63 First stop second stop third stop stop body fitting part stop part guide rail transfer system center line first shift area second shift Area shared moving area A53 Third moving area First maintenance area Second maintenance area Third maintenance area L1 ~ L4, L11 ~ L13, L21 ~ L23 Distance 101118155 28 201249691 PI ' P2 End P3 ~] P8 Position W1, Wll One width W2 * W12 second width W13 third width 1011181.55 29