TW202404840A - Transport system - Google Patents

Abstract

A transport system according to the present invention comprises a plurality of transport cars that travel along a track and transport cargo and a controller that controls the travel of the plurality of transport cars. The track includes a principal track and first branch tracks that branch from the principal track via different branch points. The controller performs advancement control that makes the transport cars advance onto respective first branch tracks. The advancement control makes the transport cars advance onto respective first branch tracks in an order of priority that corresponds to advancement information about the advancement state of the transport cars onto the first branch tracks.

Description

Handling system

One aspect of the invention relates to a transport system.

There is known a transportation system that includes a plurality of transportation vehicles that move along a track, and a controller that controls the movement of the plurality of transportation vehicles. As a related technology of such a transportation system, Patent Document 1 describes, for example, a system in which a transportation vehicle preferentially enters a downstream side branch track among a plurality of branch rails included in a track. In this transportation system, the transportation vehicle transfers goods to unloading ports provided along each of a plurality of branch tracks. [Prior technical literature] [Patent Document]

Patent Document 1: Japanese Patent No. 6935846

(The problem that the invention wants to solve)

In the transportation system as described above, since the transportation vehicles are given priority to enter the branch track on the downstream side, if the number of transportation vehicles that can enter each branch track is insufficient for some reason, the transportation vehicle will not enter the branch track on the upstream side. The frequency will decrease. In this case, the frequency of handing over goods to the handover port provided along the branch track on the upstream side will be reduced. That is, the transportation of goods from a specific delivery port may be delayed, making it difficult to smoothly transport the goods using a transport vehicle.

One aspect of the present invention was accomplished in view of the above-mentioned actual situation, and its object is to provide a transportation system that allows a transportation vehicle to smoothly transport goods. (Technical means to solve problems)

(1) A transportation system according to one aspect of the present invention includes: a plurality of transportation vehicles that move along a track to transport goods; and a controller that controls the movement of the plurality of transportation vehicles. The track has a first main track and a plurality of branch tracks branching from the first main track via mutually different branch points. The controller executes entry control for the transport vehicle to enter each of the plurality of branch tracks from the first main track. In the entry control, it causes the transport vehicles to enter the branch track in accordance with the priority order corresponding to the entry information related to the entry status of each transport vehicle entering the plurality of branch tracks.

In this transport system, the transport vehicles enter the branch track from the first main track in a priority order corresponding to the entry information related to the entry status of each transport vehicle into the plurality of branch tracks. This allows, for example, transport vehicles to enter each of a plurality of branch tracks, thereby suppressing the situation where there is often a shortage of transport vehicles on a specific branch track. As a result, it is possible to suppress a decrease in the frequency of delivery of goods to a transfer port provided along a specific branch track (a situation in which transportation of goods from a specific transfer port is delayed), so that the transport vehicle can smoothly transport the goods. .

(2) In the transportation system described in (1) above, the entry information may also include information indicating the number of transportation vehicles present on each branch track. In the entry control, the transport vehicle can also be given priority to enter the branch track with the smallest number of transport vehicles among the plurality of branch tracks based on the entry information. In this case, it is possible to concretely suppress the situation where there is often a shortage of transport vehicles on a specific branch track.

(3) In the transport system described in (2) above, during entry control, when there are multiple branch tracks with the smallest number of transport vehicles, the transport vehicle can also be made to enter the plurality of branch tracks. A branch track corresponding to the branch point located on the most downstream side of the first main track. This allows the transport vehicle to enter each branch track more smoothly compared to the case where the transport vehicle preferentially enters the branch track branching from the upstream side of the first main track among the plurality of branch tracks.

(4) In the transportation system described in (1) above, the entry information may also include information related to the entrance branch track entered by the first transportation vehicle. In the entry control, when there is another branch point adjacent to the branch point that enters the branch track on the first main track, the second transfer vehicle immediately following the first transfer vehicle may be Entering the branch track corresponding to another branch point, when the other branch point does not exist, the second transport vehicle is caused to enter the branch track corresponding to the branch point located on the most downstream side of the first main track. In this case, a plurality of transport vehicles can enter each branch track equally.

(5) In the transportation system described in (1) above, the entry information may include information indicating the number of transportation vehicles present on each branch track. In the entry control, the transport vehicle can also be made to enter the branch track where the number of transport vehicles is less than the set number according to the entry information. During the entry control, when there are no transfer vehicles on the branch track whose number is less than the set number, the transfer vehicles can also be made to wait on the first main track. In this case, it is possible to avoid a situation where transport vehicles are concentrated on a specific branch track.

(6) In the transportation system described in (5) above, after entering the control and making the transportation vehicles wait on the first main track, when there are multiple transportation vehicles on the branch track that do not reach the set number of vehicles, In this case, the waiting transport vehicle may also be allowed to enter the branch track corresponding to the branch point located on the most downstream side of the first main track among the plurality of branch tracks. This allows the transport vehicle to enter the branch track more smoothly compared to the case where the transport vehicle preferentially enters the branch track branching from the upstream side of the first main track among the plurality of branch tracks.

(7) In the transportation system described in (5) or (6) above, during the entry control, the time point at which the number of transportation vehicles existing on the branch track corresponding to the branch point located on the most downstream side decreases , start to cause the transport vehicle waiting on the first main track to enter at least one of the plurality of branch tracks. This allows the transport vehicle to enter the branch track more smoothly than a case where the transport vehicle preferentially enters the branch track branching from the upstream side of the first main track among the plurality of branch tracks.

(8) In the transportation system described in any one of (2) to (7) above, the rail may have a second main rail. A plurality of branch tracks can also be connected to the second main track through different meeting points. The controller can also execute a departure control that causes each transport vehicle parked at a stop position on each of the plurality of branch tracks to start toward the second main track along each of the plurality of branch tracks. In the entry control, at the time when the transfer destination of the transfer vehicle is determined, the number of transfer vehicles existing on the branch track corresponding to the transfer destination can be increased by one. In the departure control, the number of transport vehicles existing on the branch track can be reduced by one at the time when the transport vehicle is started on the branch track. In this case, the above-mentioned effect that the transport vehicle can smoothly transport the goods can be realized concretely.

(9) In the transportation system described in any one of (1) to (8) above, the track may have a second main track and a backup branch track. A plurality of branch tracks can also be connected to the second main track through different meeting points. The backup branch track may also branch from the first main track via another branch point located on the downstream side of the plurality of branch points, that is, the backup branch point, and via another junction point located on the upstream side of the plurality of meeting points, that is, the backup track. The meeting point is connected to the second main track. During entry control, when goods cannot be transferred on at least any one of the plurality of branch tracks, the transport vehicle scheduled to enter the branch track where the goods cannot be transferred can also be made to enter the backup branch track to replace the branch track. . Thereby, even when cargo cannot be transferred on at least any one of the plurality of branch rails, the backup branch rail can be used to suppress a decrease in the conveying capacity.

(10) In the transportation system described in (9) above, the track may have an auxiliary branch track. The auxiliary branch track may also branch from the second main track via a branch point located on the downstream side of the plurality of junction points, that is, the auxiliary branch point, and may be branched from the second main rail via a junction point located on the upstream side of the plurality of branch points, that is, the auxiliary junction point. 1st main track connection. The controller can also cause the transport vehicle that has entered the backup branch track to enter the auxiliary branch track. In this case, for example, even if a transport vehicle or an interface section of a transport object breaks down on the branch track and the cargo cannot be transferred, it is possible to further suppress a decrease in the transport capacity of the transport system. (Compare the effectiveness of previous technologies)

According to one aspect of the present invention, it is possible to provide a transportation system that allows a transportation vehicle to smoothly transport goods.

Hereinafter, an embodiment will be described with reference to the drawings. In the description of the drawings, the same or equivalent elements are marked with the same symbols, and repeated explanations are omitted. In addition, the dimensional ratios in the drawings may not be consistent with those described.

The first embodiment will be described below. As shown in FIG. 1 , the transportation system 1 of the first embodiment is a system that performs transportation between two points in which a transportation source and a transportation destination are patterned. The transportation system 1 performs inter-building transportation in which goods are transferred between the first building F1 and the second building F2. The transportation system 1 includes a plurality of transportation vehicles 10 and a controller 20 . The transport vehicle 10 moves along the track 3 and transports goods. The transport vehicle 10 is configured to be able to transfer cargo. The 10 series of transport vehicles are elevated mobile unmanned transport vehicles. The transfer vehicle 10 is also called, for example, a trolley (transfer trolley), an overhead transfer vehicle (an elevated transfer trolley), or a transfer vehicle (transfer trolley). The number of transport vehicles 10 provided in the transport system 1 is, for example, approximately 50, which may vary depending on the transport requirement and the transport distance.

As shown in FIG. 2 , the transport vehicle 10 is provided with a moving trolley 144 , a power supply trolley 145 that receives power from the rail 3 , a θ drive 147 , and a transverse conveyor for transversely conveying the lower portion relative to the rail 3 Department 146. The θ driver 147 rotates the lifting drive unit 148 in the horizontal plane to control the posture of the cargo L. The lift drive unit 148 raises and lowers the lifting platform 149 holding the cargo L to transfer the cargo L to the delivery port 4 . The lifting platform 149 is clamped on the upper part of the flange 120 of the cargo L. Furthermore, the transverse conveying part 146 and the θ driver 147 may not be provided. The goods L are, for example, containers for storing a plurality of semiconductor wafers, but may also be glass substrates and general components.

The track 3 is laid on the ceiling, for example. Track 3 is supported by struts 141 . The track 3 is a predetermined moving path for the transport vehicle 10 to move. Track 3 is a one-way moving path. In other words, in the transportation system 1, the traveling direction (forward direction) of the transportation vehicle 10 on the track 3 is defined as one direction, and movement in the opposite direction is prohibited. The track 3 has a closed track layout which is not affected by external influences of the track 3 . Hereinafter, the terms "upstream" and "downstream" respectively correspond to "upstream" and "downstream" in the traveling direction of the transport vehicle 10 .

In the example shown in Figure 1, track 3 includes: main tracks 31, 32; 4 first branch tracks 33a, 33b, 33c, 33d, which branch from the main track 32 and merge with the main track 31; and 4 second branch tracks The branch tracks 34a, 34b, 34c, 34d branch off from the main track 31 and merge with the main track 32. The main tracks 31 and 32 are tracks spanning between the first building F1 and the second building F2. The length of the main rails 31 and 32 is, for example, 200 m. Between the first building F1 and the second building F2, the main rails 31 and 32 are surrounded by walls (not shown) and closed. The main rails 31 and 32, the first branch rails 33a to 33d, and the second branch rails 34a to 34d constitute a circular rail for a plurality of transport vehicles 10 to move around.

The first branch rails 33a to 33d are arranged in the first building F1. The first branch rails 33a to 33d extend side by side. The first branch rails 33a to 33d are provided in a comb shape between the main rails 31 and 32 extending in parallel. The first branch rails 33a to 33d are located in order on the upstream side of the main rail 31 (on the downstream side of the main rail 32). The second branch rails 34a to 34d are arranged in the second building F2. The second branch rails 34a to 34d extend side by side. The second branch rails 34a to 34d are provided in a comb shape between the main rails 31 and 32 extending in parallel. The second branch rails 34a to 34d are located in order on the upstream side of the main rail 32 (on the downstream side of the main rail 31).

Next, the structure and control of the transport system 1 will be described in detail. In the following description, the structure and control of the F1 side of the first building will be described. The structure and control of the F2 side of the second building are the same as those of the F1 side of the first building, so the description thereof will be appropriately omitted.

As shown in FIG. 3 , the respective locations where the first branch rails 33a to 33d converge with the main rail 31 are meeting points 35a, 35b, 35c, and 35d. The first branch rails 33a to 33d are respectively connected to the main rail 31 via each of the meeting points 35a, 35b, 35c, and 35d. That is, the track 3 has a plurality of meeting points, that is, meeting points 35a to 35d, which are spaced apart from each other on the main rail 31. The main track 31 joins each of the first branch tracks 33a to 33d via mutually different meeting points 35a, 35b, 35c, and 35d. Furthermore, for example, the part of the track 3 downstream of the meeting point 35a is the main track 31, and it is considered that it joins the first branch track 33a upstream. The first branch rails 33a to 33d are connected to the main rail 31 via mutually different meeting points 35a to 35d, respectively. The meeting points 35a to 35d are separated from each other by a predetermined distance on the main track 31.

The locations where the first branch rails 33a to 33d branch from the main rail 32 are branch points 36a, 36b, 36c, and 36d. Each of the first branch rails 33a to 33d is connected to the main rail 32 via each of the branch points 36a, 36b, 36c, and 36d. That is, the track 3 has a plurality of branch points 36 a to 36 d arranged separately from each other on the main track 32 . The main track 32 branches into each of the first branch tracks 33a to 33d via mutually different branch points 36a, 36b, 36c, and 36d. Furthermore, for example, it is considered that the portion of the track 3 that is upstream of the branch point 36a is the main track 32, and that the portion downstream thereof branches into the first branch track 33a. The first branch rails 33a to 33d are respectively connected to the main rail 32 via mutually different branch points 36a to 36d. The branch points 36a to 36d are separated from each other by a predetermined distance on the main track 32.

"Meeting point" means the location where the branch track connects to the main track. "Meeting point" means the point from the branch track to the main track. "Meeting Points" are those connecting points for access from the branch track to the main track. "Branch point" refers to the location where the main track is connected to the branch track. "Branch point" refers to the point where the main track reaches the branch track. "Branch points" are those connection points used to enter from the main track to the branch track. In the example shown in FIG. 3 , the main rail 31 corresponds to the second main rail, the main rail 32 corresponds to the first main rail, and the first branch rails 33a to 33d correspond to the branch rails.

Each of the first branch rails 33a to 33d has a stop position corresponding to the transfer port 4 for the transport vehicle 10 to transfer the goods L. The transfer port 4 is arranged along each of the first branch rails 33a to 33d. The transfer port 4 is provided, for example, on a conveyor (not shown) that transports the goods L. The transfer port 4 has an unloading port 41 and a loading port 42 .

The unloading port 41 is a port for unloading the goods L from the transport vehicle 10 . After the cargo L is put down at the unloading port 41, the cargo L is moved out before the subsequent transfer truck 10 arrives. The unloading port 41 is arranged at a predetermined interval upstream of the loading port 42 . In other words, the loading port 42 is arranged on the downstream side of the unloading port 41 at a predetermined interval. The loading port 42 is a port used for loading goods L onto the transport vehicle 10 . The loading port 42 can load goods L into the port within the span in which a plurality of transport vehicles 10 arrive continuously. The unloading port 41 and the loading port 42 are not particularly limited, and various well-known ports can be used.

As shown in Figure 3, the controller 20 is an electronic control unit including a Central Processing Unit (CPU), a Read Only Memory (ROM), a Random Access Memory (RAM), etc. unit. The controller 20 may be configured as software that loads a program stored in the ROM onto the RAM and is executed by the CPU, for example. The controller 20 may also be configured as hardware composed of electronic circuits and the like. The controller 20 communicates with the plurality of transport vehicles 10 to control the movement of the plurality of transport vehicles 10 .

The controller 20 executes the operation of causing each transport vehicle 10 parked at the stop position corresponding to the transfer port 4 of each of the first branch rails 33a to 33d (here, the stop position corresponding to the loading port 42) to move along the first branch track 33a to 33d. 1. Departure control for each of the branch tracks 33a to 33d heading towards the main track 31. In addition, below, the stop position corresponding to the loading port 42 may also be simply called a "stop position". The upstream and downstream of the departure control correspond to the upstream and downstream of the main track 31 , and the upstream and downstream of the entry control correspond to the upstream and downstream of the main track 32 .

In the departure control, the transport vehicle 10 that is in a stopped state on the first branch track 33 on the downstream side among the first branch track 33a to 33d and the transport vehicle 10 that is in a stopped state on the first branch track 33 on the upstream side are made. Depart at the same time, or make it depart earlier. Specifically, in the departure control, the transport vehicle 10 parked on the first branch track 33d and the transport vehicle 10 parked on the first branch track 33c are caused to start at the same time or earlier. The transport vehicle 10 parked on the first branch track 33c and the transport vehicle 10 parked on the first branch track 33b are started at the same time or earlier. The transport vehicle 10 parked on the first branch track 33b and the transport vehicle 10 parked on the first branch track 33a are started at the same time or earlier.

More specifically, in the departure control, for each of the first branch rails 33a to 33d, regardless of whether the stopped transport vehicle 10 is loaded with the cargo L, at a time point repeated in a fixed cycle, it is Waiting for departure (forced departure). For example, in the departure control, in each of the first branch tracks 33a to 33d, the pitch timer starts counting down from the reference pitch time. When the count of the pitch timer reaches 0, the transport vehicle 10 parked at the stop position is started, and the count of the pitch timer is reset to the reference pitch time. Then, count down using the pitch timer. The reference pitch time can be a predetermined fixed value or a variable value. In this embodiment, the time axes of the pitch timers of each of the first branch rails 33a to 33d are shifted so that the transfer vehicle 10 that is stopped on the first branch rail 33 on the downstream side starts first.

The controller 20 executes entry control to cause each of the plurality of transport vehicles 10 moving along the main track 32 to enter each of the first branch tracks 33a to 33d from the main track 32 in order from the downstream side to the upstream side. Specifically, in the entry control, the transport vehicle 10 is made to enter the first branch track 33a, the next transport vehicle 10 is made to enter the first branch track 33b, the next transport vehicle 10 is made to enter the first branch track 33c, and the next transport vehicle 10 is made to enter the first branch track 33c. The next transport vehicle 10 enters the first branch track 33d, and thereafter the entry of the transport vehicle 10 is repeated.

In the entry control, transfer destination determination control is performed to determine (guide) the transfer destination of the transfer vehicle 10 traveling in the specific section R upstream of each branch point 36a to 36d of the main rail 32. The specific interval R is a straight line interval close to each branch point 36a to 36d. The specific interval R is not limited to a straight line interval, and may be an interval including a curve, or may be various intervals. The specific section R is not particularly limited as long as it is located upstream of each branch point 36a to 36d. The transfer destination determination control determines the transfer port 4 of the transfer destination (here, the unloading port 41 of any one of the first branch rails 33a to 33d).

The controller 20 grasps the number (number of entries) of the transport vehicles 10 present on each of the first branch rails 33a to 33d. Specifically, the controller 20 causes the controller 20 to board any one of the first branch rails 33a to 33d corresponding to the transfer destination at the time when the transfer destination is determined based on the transfer destination during entry control. The number of existing transport vehicles 10 is increased by one (increment count). When the controller 20 starts the transport vehicle 10 parked at the stop position of any one of the first branch rails 33a to 33d during the departure control, the controller 20 causes the first branch rails 33a to 33d to enter the center at the starting time point. The number of transport vehicles 10 existing on any one of them is reduced by one (counting down).

Returning to FIG. 1 , the controller 20 performs the above-mentioned departure control and execution for each transport vehicle group including a plurality of transport vehicles 10 (here, four transport vehicles) corresponding to the number of the first branch rails 33a to 33d. Enter the imaginary link control of control. The controller 20 causes the plurality of transport vehicles 10 to move along the orbiting track (the main tracks 31 and 32, the first branch tracks 33a to 33d, and the second branch tracks 34a to 34d) so that the orbiting distance or the orbiting time is the same. For example, during entry control, the controller 20 causes the transport vehicle 10 that has entered the first branch track 33d to enter the second branch track 34a, and causes the transport vehicle 10 that has entered the first branch track 33c to enter the second branch track 34b. The transport vehicle 10 that has entered the first branch track 33b enters the second branch track 34c, and the transport vehicle 10 that has entered the first branch track 33a enters the second branch track 34d. Also, during the entry control, the transport vehicle 10 that has entered the second branch track 34d is made to enter the first branch track 33a, the transport vehicle 10 that has entered the second branch track 34c is made to enter the first branch track 33b, and the transport vehicle 10 that has entered the second branch track 34c is made to enter the first branch track 33b. The transport vehicle 10 on the branch track 34b enters the first branch track 33c, and the transport vehicle 10 that has entered the second branch track 34a enters the first branch track 33d.

Next, the entry control performed by the controller 20 will be described in detail.

In the entry control, the transport vehicle 10 is caused to enter the first branch rails 33a to 33d from the main track 32 in accordance with the priority order corresponding to the entry information related to the entry state of each transport vehicle to the first branch rails 33a to 33d. Specifically, in the transportation destination determination control included in the entry control, the transfer port 4 for the transportation vehicle 10 to deliver the goods is determined in accordance with the priority order corresponding to the entry state. In the entry control, the transport vehicle 10 is caused to enter any one of the first branch rails 33a to 33d corresponding to the transfer port 4 determined in the transport destination determination control.

As an example, in the entry control, entry information including information indicating the number of transport vehicles 10 present on each of the first branch rails 33a to 33d is acquired. In the transfer destination determination control, based on the acquired entry information, the transfer port 4 of the first branch track 33 with the smallest number of transfer vehicles 10 among the first branch tracks 33a to 33d is determined as the transfer destination of the transfer vehicle 10 land. In the entry control, the transport vehicle 10 is caused to enter the first branch track 33 corresponding to the determined transport destination. That is, in the entry control, the transport vehicle 10 is caused to enter the first branch track 33 in which the number of transport vehicles 10 is the smallest among the first branch tracks 33a to 33d. In addition, during the entry control, when there are a plurality of first branch rails 33 with the smallest number of transport vehicles 10 , the plurality of first branch rails 33 will be located on the most downstream side of the main rail 32 The transfer port 4 of the first branch track 33 corresponding to the branch point 36 is determined as the transfer destination of the transfer vehicle 10 . In the entry control, the transport vehicle 10 is caused to enter the first branch track 33 corresponding to the determined transport destination. That is, during the entry control, when there are a plurality of first branch tracks 33 with the smallest number of transport vehicles 10 , the transport vehicle 10 is caused to enter the plurality of first branch tracks 33a to 33d. Among the branch rails 33 , the first branch rail 33 corresponds to the branch point 36 located on the most downstream side of the main rail 32 .

Furthermore, in the transfer destination determination control, if there is no first branch track 33 with a number of transfer vehicles 10 less than the set number, the transfer port 4 of the transfer destination is not determined. In this case, during the entry control, the transport vehicle 10 is not allowed to enter the plurality of first branch rails 33 but is placed on standby on the main rail 32 . In the entry control, the time point at which the number of transport vehicles 10 existing on the first branch track 33a corresponding to the branch point 36a located on the most downstream side decreases (the time at which the count of the pitch timer becomes 0 point), the transport vehicle 10 waiting on the main track 32 starts to enter at least one of the plurality of first branch tracks 33. In the entry control here, the countdown of the transport vehicles 10 present on the first branch track 33a corresponding to the branch point 36a located on the most downstream side is used as a trigger to start tracking the vehicles waiting on the main track 32. The transport vehicle 10 performs transport destination determination control.

In addition, the set number is an arbitrary number set by the user, as long as it is less than the upper limit of the number of transfer vehicles 10 that can exist on each first branch track 33 . For example, the set number of units may be 1 unit or 2 or more units. In addition, there is a case where the number of transfer vehicles 10 existing on the first branch track 33a does not decrease at the time when the pitch timer count reaches 0. In this case, in the entry control, the transport vehicle 10 waiting on the main track 32 may start to enter at least any one of the plurality of first branch tracks 33 .

FIG. 4 is a schematic plan view for explaining an example of entry control in the transportation system 1 . FIG. 5 is a schematic plan view following FIG. 4 . In the example shown in FIG. 4 , the transport vehicles 10 a to 10 c move toward the specific section R. The transport vehicles 10d to 10f are respectively located at the loading ports 42 of the first branch tracks 33a to 33c. That is, the number of transport vehicles 10 present on the first branch rails 33a to 33c is one each, and the number of transport vehicles 10 present on the first branch rail 33d is zero.

In the situation shown in FIG. 4 , for example, the following entry control is performed. First, when the transport vehicle 10a is located in the specific section R, the transfer port 4 of the first branch track 33d with the smallest number of transport vehicles 10, that is, 0, is determined as the transport destination of the transport vehicle 10a through the transport destination determination control. . At this point in time, the controller 20 counts up the number of transfer vehicles 10 present on the first branch track 33d. In the entry control, the transport vehicle 10a is caused to enter the first branch track 33d.

Next, when the transport vehicle 10b is located in the specific section R, in the transport destination determination control, the first branch rail 33a to 33d in which the number of transport vehicles 10 exists is one, and the one located on the most downstream side of the main rail 32 is The transfer port 4 of the first branch track 33a corresponding to the branch point 36a is determined as the transfer destination of the transfer vehicle 10b. At this point in time, the controller 20 counts up the number of transport vehicles 10 present on the first branch track 33a. In the entry control, the transport vehicle 10b is caused to enter the first branch track 33a.

Finally, when the transfer vehicle 10c is located in the specific section R, in the transfer destination determination control, the first branch track 33b to 33d in which the number of transfer vehicles 10 is the smallest, that is, one is located on the most downstream side of the main track 32. The transfer port 4 of the first branch track 33b corresponding to the branch point 36b is determined as the transfer destination of the transfer vehicle 10c. At this point in time, the controller 20 counts up the number of transfer vehicles 10 present on the first branch track 33b. In the entry control, the transport vehicle 10c is caused to enter the first branch track 33b. As a result of the above, as shown in FIG. 5 , the transport vehicle 10a enters the first branch track 33d, the transport vehicle 10b enters the first branch track 33a, and the transport vehicle 10c enters the first branch track 33b.

FIG. 6 is another schematic plan view for explaining an example of entry control. FIG. 7 is a schematic plan view following FIG. 6 . In the example shown in FIG. 6 , the transport vehicles 10 a to 10 c move within the specific section R so as to approach a plurality of branch points 36 . The plurality of transport vehicles 10 are respectively located in all unloading ports 41 and loading ports 42 of the first branch tracks 33a to 33d. That is, the number of transport vehicles 10 present on each of the first branch rails 33a to 33d is two.

In the situation shown in Figure 6, for example, when the number of units is set to 2, the following entry control is performed. First, the number of the transport vehicles 10 present on each of the first branch rails 33a to 33d is the same as the set number. In the transport destination determination control, the transport destination of the transport vehicle 10a is not determined. In the entry control, for example, when the transport vehicle 10a approaches the end of the specific section R, the transport vehicle 10a is decelerated and waits on the main rail 32.

Then, as shown in FIG. 7 , through the departure control, the transport vehicles 10 existing on each of the first branch rails 33a to 33d are sequentially started one by one. In the entry control, at the time when the number of transport vehicles 10 existing on the first branch track 33a corresponding to the branch point 36a located on the most downstream side decreases, the control of the transport vehicles 10a is determined based on the transport destination. Decide on the moving destination. As a result, in the transportation destination determination control, among the first branch rails 33a to 33d in which the number of transportation vehicles 10 is the smallest, that is, one, the first branch rail 33a to 33d corresponding to the branch point 36a located on the most downstream side of the main rail 32 is selected. The transfer port 4 of the branch track 33a is determined as the transportation destination of the transportation vehicle 10a. At this point in time, the controller 20 counts up the number of transfer vehicles 10 present on the first branch track 33a. In the entry control, the transport vehicle 10a is caused to enter the first branch track 33a.

In the transfer destination determination control, the transfer destination of the transfer vehicle 10b following the transfer vehicle 10a is determined to be the transfer port 4 of the first branch track 33b. In the entry control, the transport vehicle 10b is caused to enter the first branch track 33b. In the transfer destination determination control, the transfer destination of the transfer vehicle 10c following the transfer vehicle 10b is determined to be the transfer port 4 of the first branch track 33c. In the entry control, the transport vehicle 10c is caused to enter the first branch track 33c.

As described above, the transportation system 1 causes the transportation vehicles 10 to enter the first branch rails 33 in accordance with the priority order corresponding to the entry information related to the entry status of each transportation vehicle 10 into the plurality of first branch rails 33 . This allows, for example, the transport vehicle 10 to enter each of the plurality of first branch tracks 33 , thereby suppressing a situation where the transport vehicles 10 on a specific first branch track 33 are often insufficient. As a result, it is possible to suppress a decrease in the frequency of delivery of goods to the delivery port 4 provided along the specific first branch track 33 (a situation in which the delivery of goods from the specific delivery port 4 is delayed), so that the transfer vehicle 10 The goods can be moved smoothly.

In the transportation system 1 , the entry information includes information indicating the number of transportation vehicles 10 present on each first branch track 33 . In the entry control, the transport vehicle 10 is caused to enter the first branch track 33 on which the number of transport vehicles 10 exists among the plurality of first branch tracks 33 is based on the entry information. In this case, it is possible to concretely suppress the situation that the transport vehicles 10 on the specific first branch track 33 are always insufficient.

In the transportation system 1, during the entry control, when there are a plurality of first branch tracks 33 with the smallest number of transportation vehicles 10, the transportation vehicle 10 is allowed to enter the plurality of first branch tracks 33 with priority. The branch point 36a on the most downstream side of the main track 32 corresponds to the first branch track 33a. This allows the transport vehicle 10 to enter each branch track more smoothly compared to the case where the transport vehicle 10 has priority to enter the first branch track 33 branching upstream of the main track 32 among the plurality of first branch tracks 33 track.

Specifically, compared with the case where the transport vehicle 10 is caused to enter the first branch rail 33 corresponding to the branch point 36 located upstream of the main rail 32 among the plurality of first branch rails 33 , the transport vehicle 10 can be suppressed. This prevents the movement of another transport vehicle 10 following the transport vehicle 10 and suppresses the occurrence of congestion. In the example shown in FIG. 4 , there may be a case where the first branch track 33 for the transport vehicle 10 b to enter fails, and the transport vehicle 10 b cannot enter. In this case, for example, when the transport vehicle 10b enters the first branch track 33d that branches on the upstream side of the main track 32, if the transport vehicle 10b stops further upstream than the branch point 36, the transport vehicle 10b will interfere with the The transfer vehicle 10c immediately following the transfer vehicle 10b may enter the first branch rails 33a to 33c, and the main rail 32 may be blocked. On the other hand, in this embodiment, as shown in FIG. 5 , the transport vehicle 10 b is caused to enter the first branch track 33 a branched on the most downstream side of the main track 32 . Thereby, the transport vehicle 10b can wait near the branch point 36a on the most downstream side, and it can suppress that it would interfere with the movement of the transport vehicle 10c following the transport vehicle 10b. As a result, the transport vehicle 10c can smoothly enter the first branch rails 33b to 33d. According to the above, the transport vehicle 10 can enter the first branch track 33 more smoothly, and the occurrence of congestion on the main track 32 can be suppressed.

In the transportation system 1, during entry control, the main track 32 is started based on the time when the number of transportation vehicles 10 existing on the first branch track 33 corresponding to the branch point 36 located on the most downstream side decreases. The waiting transport vehicle 10 enters at least one of the plurality of first branch tracks 33 . This allows the transport vehicle 10 to enter the first branch track more smoothly compared to the case where the transport vehicle 10 is given priority to enter the first branch track 33 branching off the upstream side of the main track 32 among the plurality of first branch tracks 33 33.

In the transportation system 1, the rail 3 has a main rail 31. The plurality of first branch tracks 33 are connected to the main track 31 via mutually different meeting points 35 . The controller 20 executes a departure control that causes each transport vehicle 10 parked at a respective stop position of the plurality of first branch rails 33 to start toward the main rail 31 along each of the plurality of first branch rails 33 . In the entry control, when the transfer destination of the transfer vehicle 10 is determined, the number of transfer vehicles 10 existing on the first branch track 33 corresponding to the transfer destination is increased by one. In the departure control, at the time when the transport vehicle 10 is started on the first branch track 33, the number of transport vehicles 10 existing on the first branch track 33 is reduced by one. In this case, it can specifically realize the above-mentioned effect that the transport vehicle 10 can transport goods smoothly.

Next, the second embodiment will be described. In the above-described first embodiment, it is described that the transport vehicle 10 is caused to enter the first branch track 33 in which the number of transport vehicles 10 is the smallest among the first branch tracks 33a to 33d in the entry control, but it is not limited to this. . In the entry control of the second embodiment, each transfer port 4 of the first branch track 33a to 33d may also be determined as the transfer destination of the transfer vehicle 10 in order (cyclically) from the downstream side to the upstream side of the main track 32 , so that the transport vehicle 10 sequentially enters the first branch track 33 of the determined transport destination.

More specifically, in the entry control of the second embodiment, entry information including the first branch track 33 (entry branch track) for the transport vehicle 10 (first transport vehicle) to enter can also be acquired. information. In the transport destination determination control, based on the acquired entry information, when there is another branch point 36 on the main track 32 adjacent to the branch point 36 on the upstream side of the first branch track 33 that the transport vehicle 10 enters. In this case, the transfer port 4 of the first branch track 33 corresponding to the other branch point 36 may also be determined as the transfer destination of the other transfer vehicle 10 (the second transfer vehicle) immediately following the transfer vehicle 10. In the entry control, another transport vehicle 10 can be caused to enter the first branch track 33 of the determined transport destination. That is, during the entry control, when there is a situation in the main track 32 that is adjacent to another branch point 36 on the upstream side of the branch point 36 of the first branch track 33 that the transport vehicle 10 enters, the other branch point 36 can be made. A transport vehicle 10 enters the first branch track 33 corresponding to another branch point 36 .

In addition, in the transfer destination determination control of the entry control in the second embodiment, when the other branch point 36 does not exist, the branch point 36 a located on the most downstream side of the main rail 32 may also be used. The transfer port 4 of the first branch track 33a is determined as the transfer destination of the other transfer vehicle 10. In the entry control, another transport vehicle 10 can be caused to enter the first branch track 33 of the determined transport destination. That is, in the entry control, when there is no other branch point 36 , another transport vehicle 10 can be made to enter the first branch track 33 a corresponding to the branch point 36 a located on the most downstream side of the main track 32 .

In this case, for example, in the situation shown in FIG. 4 , immediately after the transport vehicle 10 f enters the first branch track 33 c, it executes the entry control of the second embodiment below. First, in the transfer destination determination control, since there is another branch point 36d on the upstream side of the main track 32 adjacent to the branch point 36c of the first branch track 33c that the transfer vehicle 10f has entered, it will be connected to another branch point 36d. The transfer port 4 of the first branch track 33d corresponding to the branch point 36d is determined as the transfer destination of the transfer vehicle 10a immediately following the transfer vehicle 10f. In the entry control, the transport vehicle 10a is caused to enter the first branch track 33d.

Next, in the transportation destination determination control, since there is no branch point 36 on the upstream side of the branch point 36d of the first branch rail 33d into which the transport vehicle 10a enters, the branch point 36 on the main rail 32 is determined. The transfer port 4 of the first branch track 33a corresponding to the branch point 36a on the most downstream side of 32 is determined as the transfer destination of the transfer vehicle 10b. In the entry control, the transport vehicle 10b is caused to enter the first branch track 33a.

Finally, in the transfer destination determination control, since there is another branch point 36b adjacent to the branch point 36a of the first branch track 33a where the transport vehicle 10b enters in the main track 32, it will be connected to the other branch point. The transfer port 4 of the first branch track 33b corresponding to 36b is determined as the transfer destination of the transfer vehicle 10c immediately following the transfer vehicle 10b. In the entry control, the transport vehicle 10c is caused to enter the first branch track 33b.

In this way, by executing the above-mentioned entry control, the transport vehicle 10 sequentially enters the first branch track 33a to 33d, and just after the transport vehicle 10 enters the first branch track 33d, the transport vehicle 10 enters the first branch track 33a. As a result of the above, the transportation vehicle 10a enters the first branch rail 33d, the transportation vehicle 10b enters the first branch rail 33a, and the transportation vehicle 10c enters the first branch rail 33b.

According to the transportation system 1 that executes the entry control of the second embodiment, a plurality of transportation vehicles 10 can enter each first branch track 33 equally. Thereby, it is possible to suppress the number of transport vehicles 10 departing from the first branch rails 33a to 33d from being reduced. Therefore, it is possible to suppress the shortage of the number of transport vehicles 10 on the second branch rails 34a to 34d. As a result, the frequency in which the transport vehicle 10 delivers goods to the transfer port 4 provided along the second branch rails 34a to 34d can be suppressed from decreasing, and therefore the decrease in the transport capacity can be suppressed.

Next, the third embodiment will be described. In the entry control of the third embodiment, the transport vehicle 10 can also be caused to enter the first branch track 33 of which the number of transport vehicles 10 is less than the set number, based on the acquired entry information. More specifically, in the transfer destination determination control, the transfer port 4 of the first branch track 33 in which the number of transfer vehicles 10 is less than the set number can be determined as the transfer port 4 of the transfer vehicle 10 based on the acquired access information. Moving destination. In the entry control, the transport vehicle 10 can be caused to enter the first branch track 33 of the determined transport destination.

In this case, for example, in the situation shown in FIG. 4 , the following entry control of the third embodiment is executed. First, when the number of transport vehicles is set to 1, in the transfer destination determination control, the transfer port 4 of the first branch track 33d where the number of transport vehicles 10 exists is 0, is determined as the transport destination of the transport vehicle 10a . In the entry control, the transport vehicle 10a is caused to enter the first branch track 33d. Moreover, when the number of units is set to two units, in the transfer destination determination control, any one of the transfer ports 4 of the first branch rails 33a to 33d where the number of transfer vehicles 10 exists is one or less. The transport destination of the transport vehicle 10a is determined. In the entry control, the transport vehicle 10a is caused to enter the first branch track 33 of the determined transport destination.

Furthermore, for example, in the transport destination determination control of the entry control in the third embodiment, after the transport vehicles 10 are put on standby on the main track 32, when the number of existing transport vehicles 10 of the plurality of transport vehicles 10 is less than the set number of the first branch track appears. In the case of 33, the transfer port 4 of the first branch track 33 corresponding to the branch point 36 located on the most downstream side of the main track 32 among the plurality of first branch tracks 33 can also be determined as one of the waiting transfer vehicles 10. Moving destination. In the entry control, the transport vehicle 10 can be caused to enter the determined transport destination. That is, after the transfer vehicle 10 is put on standby on the main track 32 during the entry control, when the number of the plurality of transfer vehicles 10 on the first branch track 33 is less than the set number, the transfer vehicle 10 can be made to wait. Enter the first branch track 33 corresponding to the branch point 36 located on the most downstream side of the main track 32 among the plurality of first branch tracks 33 .

In this case, for example, in the situation shown in FIG. 7 , the following entry control of the third embodiment is executed. First, in the transfer destination determination control, the transfer port 4 of the first branch rail 33a corresponding to the branch point 36a located on the most downstream side of the main rail 32 among the first branch rails 33a to 33d is determined to be on the main rail 32 The transportation destination of the waiting transportation vehicle 10a. In the entry control, the transport vehicle 10a is caused to enter the determined transport destination.

In the entry control of the third embodiment, based on the entry information, the transport vehicle 10 is caused to enter the first branch track 33 in which the number of the transport vehicles 10 is less than the set number. During the entry control, when there is no first branch track 33 in which the number of transport vehicles 10 is less than the set number, the transport vehicle 10 is made to wait on the main track 32 . Thereby, it is possible to avoid a situation where the transport vehicles 10 are concentrated on the specific first branch track 33 . In other words, it is possible to prevent more than the number of transport vehicles 10 that can enter from entering each of the first branch rails 33. Therefore, it is possible to suppress the occurrence of congestion on the first branch rails 33. As a result, it is possible to suppress a decrease in the transportation volume of the transportation system.

In the entry control of the third embodiment, after the transport vehicles 10 are placed on standby on the main track 32, when the number of the plurality of transport vehicles 10 on the first branch track 33 is less than the set number, the waiting vehicles 10 are placed on standby. The transport vehicle 10 enters the first branch rail 33 a corresponding to the branch point 36 a located on the most downstream side of the main rail 32 among the plurality of first branch rails 33 . This allows the transport vehicle 10 to enter the first branch track more smoothly compared to the case where the transport vehicle 10 is given priority to enter the first branch track 33 branching off the upstream side of the main track 32 among the plurality of first branch tracks 33 Track 33.

Next, the fourth embodiment will be described. In the first to third embodiments, the rail 3 has the main rails 31 and 32, the first branch rail 33, and the second branch rail 34, but the structure of the rail 3 is not particularly limited. FIG. 8 is a schematic plan view showing the transportation system 101 of the fourth embodiment. As shown in FIG. 8 , the transportation system 101 of the fourth embodiment has a rail 103 instead of the rail 3 (see FIG. 3 ). The track 103 includes main tracks 31 and 32 , a first branch track 33 , a second branch track 34 , and a backup branch track 133 . The backup branch track 133 is connected to the main track 32 via the backup branch point 136, which is another branch point located on the downstream side of the plurality of branch points 36a to 36d. The backup branch track 133 is connected to the main track 31 via another meeting point located on the upstream side of the plurality of meeting points 35a to 35d, that is, the backup meeting point 135. Furthermore, the main track 32 branches into a standby branch track 133 via a standby branch point 136 . Furthermore, for example, the portion of the track 103 upstream of the backup branch point 136 is considered to be the main track 32 , and the portion downstream thereof is considered to branch into the backup branch track 133 .

In the transportation system 101 of the fourth embodiment, during the entry control, when the cargo cannot be transferred on at least any one of the plurality of first branch tracks 33, the first branch track on which the cargo cannot be transferred is scheduled to be entered. The transport vehicle 10 of 33 enters the backup branch track 133 to replace the first branch track 33 . Thereby, even when at least one of the plurality of first branch rails 33 is unable to transfer cargo, the backup branch rail 133 can be used to suppress a decrease in the transportation capacity. Specifically, it can prevent the transport vehicle 10 scheduled to enter from interfering with the subsequent movement of another transport vehicle 10 and causing congestion. Furthermore, the backup rendezvous point 135 is separated from the rendezvous point 35a by a predetermined distance. The backup branch point 136 is separated from the branch point 36a by a predetermined distance.

In the transportation system 101 of the fourth embodiment, the transfer port 4 is arranged along the backup branch track 133 . Thereby, it is possible to transfer goods on the backup branch track 133, and therefore, it is possible to further suppress the reduction in the transportation capacity of the transportation system 1.

Next, the fifth embodiment will be described. FIG. 9 is a schematic plan view showing the transport system 201 of the fifth embodiment. As shown in FIG. 9 , the transportation system 201 of the fifth embodiment has a rail 203 instead of the rail 3 (see FIG. 3 ). The track 203 includes main tracks 31 and 32, a first branch track 33, a second branch track 34, a backup branch track 133, and an auxiliary branch track 237. The auxiliary branch track 237 is connected to the main track 31 via an auxiliary branch point 236 which is a branch point located downstream of the plurality of meeting points 35 . That is, the main track 31 branches into the auxiliary branch track 237 via the auxiliary branch point 236 . The auxiliary branch track 237 is connected to the main track 32 via an auxiliary meeting point 235 which is a meeting point located upstream of the plurality of branch points 36 .

In the transportation system 201 of the fifth embodiment, the transportation vehicle 10 that has entered the backup branch track 133 can also be caused to enter the auxiliary branch track 237 during the entry control. In this case, for example, even if the transport vehicle 10 or the interface portion of the transported object breaks down on the first branch track 33 and the cargo cannot be transferred, it is possible to further suppress the reduction in the transport capacity. Furthermore, when there is a deviation in the number of transport vehicles 10 present on the main rails 31 and 32 between the main rails 31 and 32, the transport vehicles 10 that have not transported the goods L can enter the auxiliary branch line. Track 237, this deviation can be eliminated. Furthermore, the above-mentioned backup branch track 133 and auxiliary branch track 237 may also be provided on the F2 side of the second building.

Although the embodiments have been described above, aspects of the present invention are not limited to the above-described embodiments, and various changes can be made without departing from the gist of the present invention.

In the above embodiment, the track 3 includes four first branch rails 33a to 33d, but the number of the first branch rails may also be 2, 3, or 5 or more. Similarly, track 3 includes four second branch tracks 34a to 34d, but the number of second branch tracks can also be 2, 3, or 5 or more.

In the above embodiment, in the departure control, forced departure is performed at a fixed cycle regardless of whether the cargo L is loaded, but the departure may also be performed on the condition that the cargo L is loaded. In the above embodiment, the transportation destination determination control for determining the transportation destination of the transportation vehicle 10 traveling in the specific section R is implemented. However, the transportation destination determination control may not be performed and the transportation destination may be determined at any time point. Transfer port 4. In the above-mentioned embodiment, the virtual connection control for controlling each transfer vehicle group including the plurality of transfer vehicles 10 is implemented. However, the virtual connection control does not need to be implemented.

In the above embodiment, during the entry control, when the transport vehicle 10 is allowed to enter the first branch track 33 corresponding to the transport destination, there may be a failure of the first branch track 33, resulting in the transport vehicle 10 being unable to enter the first branch track. The situation of track 33 (the situation of suspension of track 33 of the first branch line). In this case, during the entry control, the transport vehicle 10 may be caused to enter the first branch track 33 corresponding to another branch point 36 adjacent to the upstream side of the branch point 36 of the first branch track 33 . Furthermore, when the branch point 36 of the first branch track 33 where the malfunction occurs is located at the branch point 36 on the most upstream side of the main track 32 , the transport vehicle 10 can also be made to wait on the main track 32 .

Each structure in the above-mentioned embodiment of the present invention is not limited to the above-mentioned shape, but can be applied in various shapes. In addition, each structure in each embodiment can be arbitrarily applied to each structure in other embodiments. A part of each component in the above-described embodiment may be appropriately omitted without departing from the spirit and scope of the present invention.

1,101,201:Conveying system 3,103,203: Orbit 4:Handover port 10,10a～10f: Transport vehicle 20:Controller 31: Main track (2nd main track) 32: Main track (1st main track) 33,33a～33d: 1st branch track (branch track) 34,34a～34d: 2nd branch track 35,35a～35d: Meeting point 36,36a～36d: branch point 41: Unloading port 42:Loading port 120:Flange 133: Alternate branch track 135: Alternate rendezvous point 136: Alternate branch point 141:Pillar 144:Transfer trolley 145:Power trolley 146: Horizontal conveying part 147:θ driver 148:Lifting drive part 149: Lifting platform 235: Auxiliary meeting point 236: Auxiliary branch point 237: Auxiliary branch track F1:Building 1 F2:Building 2 L: Goods R: specific interval

FIG. 1 is a schematic plan view showing a conveyance system according to an embodiment. FIG. 2 is a side view of the transport vehicle of the transport system of FIG. 1 . FIG. 3 is a schematic plan view showing the first building side of the transportation system in FIG. 1 . FIG. 4 is a schematic plan view explaining an example of entry control in the transportation system of FIG. 1 . FIG. 5 is a schematic plan view following the explanation of FIG. 4 . FIG. 6 is a schematic plan view explaining an example of entry control in the transportation system of FIG. 1 . FIG. 7 is a schematic plan view following the explanation of FIG. 6 . FIG. 8 is a schematic plan view of the first building side of the transportation system according to the fourth embodiment. FIG. 9 is a schematic plan view of the first building side of the transportation system according to the fifth embodiment.

1:Conveying system

3: Orbit

4:Handover port

10,10a~10f: Transport vehicle

20:Controller

31: Main track (2nd main track)

32: Main track (1st main track)

33,33a~33d: 1st branch track (branch track)

35,35a~35d: meeting point

36,36c~36d: branch point

41: Unloading port

42:Loading port

F1:Building 1

L: Goods

R: specific interval

Claims (10)

A conveying system, which has: A plurality of transport vehicles that move along the track to transport goods; and A controller that controls the movement of a plurality of the above-mentioned transport vehicles; The above-mentioned track has a first main track and a plurality of branch tracks branching from the above-mentioned first main track via mutually different branch points, The above-mentioned controller executes entry control for causing the above-mentioned transport vehicle to enter each of the plurality of above-mentioned branch tracks from the above-mentioned first main track, In the above-mentioned entry control, the above-mentioned transport vehicles are allowed to enter the above-mentioned branch tracks according to the priority order corresponding to the entry information related to the entry status of each transport vehicle into the plurality of the above-mentioned branch tracks. The transport system of claim 1, wherein the above-mentioned entry information includes information indicating the number of the above-mentioned transport vehicles present on each branch track, In the above entry control, Based on the above-mentioned entry information, the above-mentioned transport vehicle is allowed to enter the branch track with the smallest number of the above-mentioned transport vehicles among the plurality of above-mentioned branch tracks. The transport system of claim 2, wherein in the above-mentioned entry control, When there are a plurality of branch tracks with the smallest number of the above-mentioned transport vehicles, the above-mentioned transport vehicle can be made to enter the plurality of branch tracks corresponding to the above-mentioned branch point located on the most downstream side of the above-mentioned first main track. of the above-mentioned branch track. For example, the transportation system of claim 1, wherein the above-mentioned entry information includes information related to the entry branch track entered by the first transportation vehicle, In the above entry control, When there is another branch point on the first main track that is adjacent to the branch point more upstream than the branch point entering the branch track, the second transport vehicle immediately following the first transport vehicle is allowed to enter the The above-mentioned branch track corresponding to the above-mentioned other branch point, When the other branch point does not exist, the second transport vehicle is caused to enter the branch track corresponding to the branch point located on the most downstream side of the first main track. The transport system of claim 1, wherein the above-mentioned entry information includes information indicating the number of the above-mentioned transport vehicles present on each branch track, In the above entry control, Based on the above entry information, the above-mentioned transport vehicle is allowed to enter the above-mentioned branch track where the number of the above-mentioned transport vehicles is less than the set number, When there is no branch track in which the number of transfer vehicles is less than the set number, the transfer vehicle is not allowed to enter the plurality of branch tracks and is allowed to wait on the first main track. The transport system of claim 5, wherein in the above-mentioned entry control, After the above-mentioned transport vehicle is placed on standby on the above-mentioned first main track, when the number of the plurality of above-mentioned transport vehicles on the above-mentioned branch track is less than the set number, the above-mentioned transport vehicle on standby is made to enter the plurality of branch tracks. The branch track corresponding to the branch point located on the most downstream side of the first main track. For example, the transport system of claim 5 or 6, wherein during the above-mentioned entry control, Based on the time when the number of the transfer vehicles existing on the branch track corresponding to the branch point located on the most downstream side decreases, the transfer vehicles waiting on the first main track start to move to the plurality of branch lines. Enter at least one of the orbits. The conveying system of any one of claims 2 to 6, wherein the above-mentioned track has a second main track, A plurality of the above-mentioned branch tracks are connected to the above-mentioned second main track through different meeting points, The above-mentioned controller executes a departure control that causes each transport vehicle parked at the stopping position of each of the plurality of above-mentioned branch tracks to start along each of the plurality of above-mentioned branch tracks toward the above-mentioned second main track, In the above-mentioned entry control, when the transfer destination of the above-mentioned transfer vehicle is determined, the number of the above-mentioned transfer vehicles existing on the above-mentioned branch track corresponding to the transfer destination is increased by one, In the above-mentioned departure control, at the time when the above-mentioned transport vehicle is started on the above-mentioned branch track, the number of the above-mentioned transport vehicles existing on the above-mentioned branch track is reduced by one unit. The transportation system of claim 1, wherein the above-mentioned track has a second main track and a backup branch track, A plurality of the above-mentioned branch tracks are connected to the above-mentioned second main track through different meeting points, The above-mentioned backup branch track branches from the above-mentioned first main track via another branch point located on the downstream side of the plurality of the above-mentioned branch points, that is, the backup branch point, and passes through another junction point located on the upstream side of the plurality of the above-mentioned rendezvous points. That is, the alternate rendezvous point is connected to the above-mentioned second main track, In the above-mentioned entry control, when the above-mentioned goods cannot be transferred on at least any one of the plurality of above-mentioned branch tracks, the above-mentioned transport vehicle scheduled to enter the branch track where the above-mentioned goods cannot be transferred is made to enter the above-mentioned backup branch track. Replace this branch track. The conveying system of claim 9, wherein the above-mentioned track has an auxiliary branch track, The above-mentioned auxiliary branch track branches from the above-mentioned second main track via a branch point located on the downstream side of the plurality of the above-mentioned junction points, that is, the auxiliary junction point, and passes through a junction point located on the upstream side of the plurality of the above-mentioned branch points, that is, the auxiliary junction point And connected with the above-mentioned first main track, In the above-mentioned entry control, the above-mentioned transport vehicle that has entered the above-mentioned backup branch track is caused to enter the above-mentioned auxiliary branch track.