WO2024070310A1

WO2024070310A1 - Overhead vehicle system

Info

Publication number: WO2024070310A1
Application number: PCT/JP2023/029731
Authority: WO
Inventors: 政佳虎澤
Original assignee: 村田機械株式会社
Priority date: 2022-09-29
Filing date: 2023-08-17
Publication date: 2024-04-04
Also published as: TW202428480A

Abstract

This overhead vehicle system comprises: tracks that are at least partially arranged in a lattice-like manner; and an overhead vehicle including a travel unit that travels along the tracks, a wheel pivot mechanism that pivots the travel unit, and a body unit that is arranged below the tracks and suspended from the travel unit. The travel unit includes travel wheels that roll on the tracks around a rotational axis and is capable of pivoting around a pivot axis. The wheel pivot mechanism is provided below the tracks and below the travel wheels, and pivots the travel wheels.

Description

Overhead vehicle system

One aspect of the present disclosure relates to an overhead vehicle system.

An overhead traveling vehicle system is known that includes a track arranged in a lattice pattern, a traveling section that travels along the track, and an overhead traveling vehicle that has a main body section that is arranged below the track and suspended from the traveling section (see, for example, Patent Document 1). In such an overhead traveling vehicle system, the traveling section has traveling wheels and a direction change mechanism (steering drive section) that rotates the traveling wheels around a pivot. The direction change mechanism is provided on the top surface of the main body section and includes a drive source, a pinion gear, and a rack. The drive source drives and rotates the pinion gear, causing the pinion gear to move along the rack in a circumferential direction around the pivot, and the traveling wheel to rotate around the pivot.

Patent Publication No. 7070704

In an overhead traveling vehicle system such as that described above, for example, it is necessary to place a steering drive unit between the top surface of the main body and the track, which may result in a relatively large height dimension of the overhead traveling vehicle. For this reason, in an overhead traveling vehicle system such as that described above, it is desirable to make the overhead traveling vehicle more compact.

One aspect of the present disclosure has been made in consideration of the above-mentioned circumstances, and aims to provide an overhead traveling vehicle system that allows for a more compact overhead traveling vehicle.

(1) An overhead traveling vehicle system according to one aspect of the present disclosure,
The vehicle is equipped with a track, at least a portion of which is arranged in a lattice pattern, a running unit that runs along the track, a steering drive unit that turns the running unit, and an overhead running vehicle having a main body that is arranged below the track and suspended from the running unit, the running unit rolls on the track around a rotation axis and includes running wheels that are rotatable around a swivel axis, and the steering drive unit is provided below the track and below the running wheels and turns the running wheels.

With this overhead traveling vehicle system, the steering drive unit can be positioned by effectively utilizing the space below the track. This means that, for example, there is no need to position the steering drive unit between the top surface of the main body and the track, and the height dimension of the overhead traveling vehicle can be reduced. As a result, the overhead traveling vehicle can be made more compact.

(2) In the overhead traveling vehicle system described in (1) above, the traveling section may include a traveling drive motor provided on the rotation axis of the traveling wheels. In this case, the traveling drive motor can be arranged by effectively utilizing the space above the track. This makes it possible to reduce the height dimension from the traveling drive motor to the traveling wheels, for example, and to make the overhead traveling vehicle more compact.

(3) In the overhead traveling vehicle system described in (2) above, the track has a plurality of first rails extending in a first direction and a second rail extending in a second direction perpendicular to the first direction, the first rails and the second rails are arranged in a grid pattern, the overhead traveling vehicle moves in the first direction by a running part running on a pair of first rails adjacent to each other in the second direction, and moves in the second direction by a running part running on a pair of second rails adjacent to each other in the first direction, and the overhead traveling vehicle is a first information acquisition device that acquires the first information from a first mark indicating the first information. The overhead traveling vehicle system may have a sensor and a second sensor that acquires second information from a second mark indicating second information that is different from the first information, and each of the first rail and the second rail may have a first surface facing the first sensor and on which the first mark is arranged, and a second surface facing the second sensor and on which the second mark is arranged, the second surface being arranged outside the first surface and inclined toward the overhead traveling vehicle side with respect to the first surface when viewed from the center of a cell that is a space surrounded by a pair of first rails and a pair of second rails in a plan view. In this case, since the first surface and the second surface other than the first surface are provided on each of the first rail and the second rail that form the track, two different types of marks can be arranged on the track by arranging two different types of marks on each surface. In addition, in the overhead traveling vehicle system of this configuration, the second surface arranged outside the first surface when viewed from the center of the cell in a plan view is arranged so as to be inclined toward the overhead traveling vehicle side with respect to the first surface. This eliminates the need to have the second sensor protrude from the overhead vehicle in order to face the second surface, which helps prevent the overhead vehicle from becoming too large.

(4) In the overhead traveling vehicle system described in any one of (1) to (3) above, the traveling section may further include a support member that axially supports the traveling wheels, and the steering drive section may include a steering motor that is a drive source, a first gear connected to the output shaft of the steering motor, and a second gear that meshes with the first gear and is connected to the support member. In this case, it is possible to unitize the support member, the first gear, the second gear, and the steering motor. As a result, it is possible to make the traveling section more compact.

(5) In the overhead traveling vehicle system described in (4) above, the steering motor may be provided so that the output shaft of the steering motor is parallel to the rotation axis. In this case, the steering drive unit can be configured more simply. As a result, the steering drive unit can be made more compact.

According to one aspect of the present disclosure, it is possible to provide an overhead traveling vehicle system that allows for the compactification of overhead traveling vehicles.

FIG. 1 is a perspective view illustrating an example of an overhead traveling vehicle system according to an embodiment. FIG. 2 is an exploded perspective view showing four rail units constituting the rail assembly in FIG. 1 and a connecting member connecting the rail units. FIG. 3 is a side view showing the overhead traveling vehicle in FIG. FIG. 4 is a perspective view showing the overhead traveling vehicle in FIG. FIG. 5 is a perspective view showing only the track portion of the rail assembly. FIG. 6 is a cross-sectional view showing a connection portion between a plurality of rail units. FIG. 7 is a side view showing the running unit, the wheel turning mechanism, and the track. FIG. 8 is a cross-sectional view showing the running portion. FIG. 9 is a perspective view showing the running unit and the wheel turning mechanism. FIG. 10 is a perspective view showing the inside of the gear box in FIG. 9 exposed. 11 is a cross-sectional perspective view showing the running unit and the wheel turning mechanism in FIG. FIG. 12 is a perspective view showing an overhead traveling vehicle according to a modified example. FIG. 13 is a perspective view showing a rail unit according to a modified example. FIG. 14 is a schematic cross-sectional view of the first rail taken along a plane perpendicular to the X direction.

Below, an embodiment of one aspect of the present disclosure will be described with reference to the drawings. In the description of the drawings, the same elements are given the same reference numerals, and duplicated description will be omitted. In the drawings, for convenience of description, each configuration according to the embodiment is depicted with an appropriately changed scale. An XYZ Cartesian coordinate system is also shown in some drawings. In the following description, this coordinate system will be referred to for ease of description. In the following description, one direction along a horizontal plane will be referred to as the X direction (first direction), a direction perpendicular to the X direction and along the horizontal plane will be referred to as the Y direction (second direction), and the vertical direction will be referred to as the Z direction.

As shown in FIG. 1, the overhead traveling vehicle system 1 according to the embodiment is a grid system (transport system) for transporting an item M by an overhead traveling vehicle 2, for example, in a clean room of a semiconductor manufacturing factory. The overhead traveling vehicle system 1 includes, for example, a plurality of overhead traveling vehicles 2 (hereinafter collectively referred to as "traveling vehicles 2"), a system controller 5 for controlling the plurality of traveling vehicles 2, and a track (rail) R on which the plurality of traveling vehicles 2 travel. The traveling vehicles 2 move along the track R of the overhead traveling vehicle system 1. The traveling vehicles 2 travel along the track R and transport items M, such as FOUPs (Front Opening Unified Pods) that house semiconductor wafers or reticle pods that house reticles. The traveling vehicles 2 may be referred to as carts, transport vehicles, transport carts, traveling carts, or the like. The plurality of traveling vehicles 2 enables high-density transport of the items M, improving the transport efficiency of the items M. Note that the overhead traveling vehicle system 1 may include only one traveling vehicle 2.

The track R is provided on or near the ceiling of a building such as a clean room. The track R is provided adjacent to, for example, a processing device, a stocker (automated warehouse), etc. The processing device is, for example, an exposure device, a coater developer, a film forming device, an etching device, etc., and performs various processes on the semiconductor wafers in the goods M transported by the traveling vehicle 2. The stocker stores the goods M transported by the traveling vehicle 2.

The track R is arranged in a lattice shape in a plan view (see also FIG. 5). The track R extends horizontally. In this embodiment, the track R is constructed by arranging a plurality of rail units 100, each having a first rail R1, a second rail R2, and an intersection rail R3, in the X and Y directions. The overhead traveling vehicle system 1 includes a plurality of rail units 100 arranged in the X and Y directions, and a plurality of connecting members 140 that connect the plurality of rail units 100 to each other. The plurality of rail units 100 and the plurality of connecting members 140 form a rail assembly 200. The rail assembly 200 is suspended from a ceiling (not shown) by a plurality of hanging members H at the portion where the rail units 100 are connected to each other by the connecting members 140.

2 is an exploded perspective view showing the four rail units 100 constituting the rail assembly 200 in FIG. 1 and the connecting members 140 connecting them. Each rail unit 100 is a rectangular parallelepiped (frame-shaped) member and has the same configuration. Each rail unit 100 includes two first rail members 110 arranged along the X direction, two second rail members 120 arranged along the Y direction, and four intersection rail members 130 arranged so that gaps are formed on the extension lines of the first rail members 110 and the second rail members 120 (i.e., the positions of the intersection points of the lattice). When the rail unit 100 is viewed in a plane, the two parallel first rail members 110 and the two parallel second rail members 120 are arranged in a square shape, and the four intersection rail members 130 are arranged at the vertices of the square.

Each rail unit 100 is made of, for example, metal, and is an integrated unit formed after each part of the first rail member 110, the second rail member 120, and the cross rail member 130 is molded. Each first rail member 110 includes a first beam portion 111 arranged at the upper end position of the rail unit 100 and extending in the X direction, a first rail R1 arranged at the lower end position of the rail unit 100 and extending in the X direction, and a first support wall 113 arranged between the first beam portion 111 and the first rail R1 and joined to the first beam portion 111 and the first rail R1. Each second rail member 120 includes a second beam portion 121 arranged at the upper end position of the rail unit 100 and extending in the Y direction, a second rail R2 arranged at the lower end position of the rail unit 100 and extending in the Y direction, and a second support wall 123 arranged between the second beam portion 121 and the second rail R2 and joined to the second beam portion 121 and the second rail R2. The multiple first beam portions 111 and the multiple second beam portions 121 form a lattice-like structure extending along the XY plane at the upper end position of the rail assembly 200. The first support wall 113 extends along the XZ plane. The second support wall 123 extends along the YZ plane.

The intersection rail member 130 includes an intersection support pillar 133 that extends along the Z direction (vertical direction) at the position where the first beam portion 111 and the second beam portion 121 are joined at a right angle, and an intersection rail R3 that is provided at the lower end of the intersection support pillar 133.

1 and 5, the first rails R1 each extend along the X direction. The second rails R2 each extend along the Y direction. The track R is formed in a lattice shape in a plan view by the first rails R1 and the second rails R2. The track R forms a plurality of squares by the first rails R1 and the second rails R2. The intersection rail R3 is disposed at a portion corresponding to the intersection of the first rail R1 and the second rail R2. The intersection rail R3 is adjacent to the first rail R1 with a gap in the X direction. The intersection rail R3 is adjacent to the second rail R2 with a gap in the Y direction. The intersection rail R3 is used when the traveling vehicle 2 travels along the first rail R1, when the traveling vehicle 2 travels along the second rail R2, and when the traveling vehicle 2 travels from the first rail R1 to the second rail R2 or from the second rail R2 to the first rail R1.

Each rail unit 100 forms a square (or rectangular) track R corresponding to one square on the inside. By arranging a plurality of rail units 100 in the X direction and the Y direction, a plurality of first rails R1 extend in a row in the X direction, and a plurality of second rails R2 extend in a row in the Y direction. On the X direction line, two intersecting rails R3 are arranged at intervals between one first rail R1 and another first rail R1. On the Y direction line, two intersecting rails R3 are arranged at intervals between one second rail R2 and another second rail R2. The track R will be explained from another perspective. When focusing on four squares consisting of two squares arranged in the X direction and two squares arranged in the Y direction, four intersecting rails R3 adjacent in the X direction and the Y direction are arranged at intervals (with respect to the first rail R1) between two first rails R1 adjacent in the Y direction and two other first rails R1 adjacent in the Y direction. In addition, between two second rails R2 adjacent in the X direction and another two second rails R2 adjacent in the X direction, the same four intersection rails R3 as above are arranged at intervals (relative to the second rails R2).

In the rail assembly 200, a plurality of first rails R1, a plurality of second rails R2, and a plurality of intersection rails R3 are arranged at a predetermined interval from each other, thereby constructing a track R. Between each of the first rails R1 and each of the intersection rails R3, a gap G corresponding to the above-mentioned interval is formed. Between each of the second rails R2 and each of the intersection rails R3, a gap G corresponding to the above-mentioned interval is formed. The gap G in the track R has a constant size. Each of the first rails R1 includes a first running surface R1a that is flat and horizontal on the upper surface, and the running wheels 31 of the running vehicle 2 run on the first running surface R1a in the X direction (first running direction D1). Each of the second rails R2 includes a second running surface R2a that is flat and horizontal on the upper surface, and the running wheels 31 of the running vehicle 2 run on the second running surface R2a in the Y direction (second running direction D2). The intersection rail R3 includes a crossing running surface R3a that is flat and horizontal on the upper surface. The heights of the first running surface R1a, the second running surface R2a, and the intersection running surface R3a are equal throughout the entire track R. The first running surface R1a, the second running surface R2a, and the intersection running surface R3a are arranged on the same or nearly the same horizontal plane.

For example, no gaps as large as the gap G are formed between the four intersecting rails R3 described above. When the traveling vehicle 2 passes over the rail units 100 in a straight line, the traveling wheels 31 of the traveling vehicle 2 run on the intersecting running surface R3a. At that time, the traveling wheels 31 pass over any two of the four intersecting rails R3 described above. Alternatively, when the traveling vehicle 2 changes its traveling direction between the rail units 100 (changing its traveling direction by 90 degrees, i.e., when steering), the traveling wheels 31 of the traveling vehicle 2 pass over the intersecting running surface R3a (while changing direction).

As described above, in the rail assembly 200, a lattice-shaped track R is formed by the first rail member 110, the second rail member 120, and the intersection rail member 130. The layout of the lattice-shaped track R in the overhead traveling vehicle system 1 can be adjusted or changed as appropriate by arranging the multiple rail units 100 in any desired arrangement (including adding or deleting rail units 100).

The connection structure of the rail units 100 using the connecting member 140 will be described with reference to Figures 2 and 6. As shown in Figures 2 and 6, each connecting member 140 includes an upper connecting member 141 and a lower connecting member 142. The upper connecting member 141, which is a plate-like or frame-like member extending horizontally, is attached to the upper surface of one of the four corners of the multiple (typically four) rail units 100. The upper connecting member 141 abuts near the intersection of the first beam portion 111 and the second beam portion 121 in each rail unit 100. The lower connecting member 142, which is a plate-like or frame-like member extending horizontally, supports the lower surface of one of the four corners of the multiple (typically four) rail units 100. The lower connecting member 142 abuts against the intersection rail R3 in each rail unit 100.

A rod-shaped hanging member H extending vertically passes through the upper connecting member 141 and the lower connecting member 142. The upper connecting member 141 and/or the lower connecting member 142 are fixed to the rail units 100 by fastening members (not shown) or the like, thereby connecting the rail units 100 to each other. A space 100e extending in the Z direction is formed between the rail units 100, and a space R3e extending in the Z direction is formed between the four intersection rails R3 adjacent in the X and Y directions (the central parts in a plan view). The hanging member H is inserted into the space 100e and the space R3e, and the upper connecting member 141 and/or the lower connecting member 142 are fixed to the hanging member H.

The overhead traveling vehicle system 1 includes a communication system (not shown). The communication system is used for communication between the traveling vehicles 2 and the system controller 5. The traveling vehicles 2 and the system controller 5 are each connected to each other so that they can communicate with each other via the communication system.

Next, the configuration of the traveling vehicle 2 will be described with reference to Figs. 1, 3, and 4. As shown in Figs. 1 and 3, the traveling vehicle 2 is provided so as to be able to travel along the track R. The traveling vehicle 2 has a traveling carriage 20 that travels on the track R, and a main body 10 that is attached to the lower part of the traveling carriage 20 and can freely turn with respect to the traveling carriage 20. The traveling carriage 20 includes a carriage unit 50, for example, rectangular, that is arranged below the track R, a running section 30 that is provided at the four corners of the carriage unit 50 in a plan view and protrudes upward from the carriage unit 50, and four wheel turning mechanisms 40 that turn each of the four running wheels 31 of the running section 30 with respect to the carriage unit 50. The running section 30 and the wheel turning mechanism 40 are integrated as one unit. A carriage controller (control unit) 8 is provided inside the carriage unit 50.

The main body 10 is disposed below the track R and suspended from the running part 30. As shown in Figures 3 and 4, the main body 10 has a main body frame 12 formed, for example, in a cylindrical shape. The main body frame 12 includes a disk-shaped top plate part 12a and a cylindrical frame 12b that hangs down from the periphery of the top plate part 12a, and has a shape with an open bottom. The main body 10 is formed to a size that fits into one square (see Figure 1) on the track R in a plan view. The running vehicle 2 can pass other running vehicles 2 running on the adjacent first rail R1 or second rail R2. The main body 10 is equipped with a transfer device 18 disposed inside the main body frame 12. The transfer device 18 is, for example, rectangular in a plan view. The cylindrical frame 12b is open in a part of the circumferential direction. The range in which the open part (notch) is formed is large enough to allow the transfer device 18 to pass through. When moving horizontally, the transfer device 18 passes through an opening in the cylindrical frame 12b.

The main body 10 is attached to the bottom of the bogie unit 50 and can rotate freely around a rotation axis L10 in the Z direction relative to the bogie unit 50. The running wheels 31 provided at the four corners of the bogie unit 50 are placed on the track R (on the first running surface R1a, the second running surface R2a, or the intersection running surface R3a). The bogie unit 50 is suspended from the track R via the four running wheels 31 and the four wheel turning mechanisms 40. The four running wheels 31 allow the bogie unit 50 and the main body 10 to be stably suspended, and the main body 10 to run stably. In other words, the running vehicle 2 is suspended and supported by the running wheels 31 that run along the track R, and moves below the track R.

The transfer device 18 moves horizontally relative to the main body 10 to transfer the item M between the load port (mounting platform). The transfer device 18 is provided below the top plate 12a of the main body frame 12. The main body 10 including the transfer device 18 can rotate around the rotation axis L10 by a rotation drive unit such as an electric motor (not shown) provided on the top plate 12a. The transfer device 18 has an item holding unit 13 that holds the item M below the track R, a lifting drive unit 14 that raises and lowers the item holding unit 13 in the vertical direction, and a slide mechanism 11 that slides the lifting drive unit 14 in the horizontal direction. The slide mechanism 11 is held on the underside of the top plate 12a. A rotation drive unit 16 that rotates the lifting drive unit 14 around the rotation axis L14 relative to the slide mechanism 11 is provided between the slide mechanism 11 and the lifting drive unit 14. The rotation drive unit 16 is provided below the slide mechanism 11, and the lift drive unit 14 is provided below the rotation drive unit 16. The item holder 13 is provided below the lift drive unit 14 via multiple hanging members 13b. The load port is the transfer destination or source of the traveling vehicle 2, and is the point where the item M is handed over to and from the traveling vehicle 2.

The item holding part 13 holds the item M by suspending it by gripping the flange part Ma of the item M. The item holding part 13 is, for example, a chuck having a claw part 13a that can move horizontally. The item holding part 13 holds the item M by inserting the claw part 13a below the flange part Ma of the item M and raising the item holding part 13. The item holding part 13 is connected to a hanging member 13b such as a wire or belt.

The lifting drive unit 14 is, for example, a hoist, which lowers the item holding unit 13 by paying out the hanging member 13b, and raises the item holding unit 13 by winding up the hanging member 13b. The lifting drive unit 14 is controlled by the cart controller 8, and lowers or raises the item holding unit 13 at a predetermined speed. The lifting drive unit 14 is also controlled by the cart controller 8, and holds the item holding unit 13 at a target height.

The slide mechanism 11 has multiple movable plates arranged, for example, stacked in the Z direction. By rotating the main body 10, the slide mechanism 11 moves the rotation drive unit 16, the lift drive unit 14, and the item holding unit 13 attached to the lowest movable plate in any direction in the horizontal plane. The direction of movement of the movable plate in the slide mechanism 11 is determined by the rotation angle of the main body 10 relative to the cart unit 50. In the main body 10, the orientation of the transfer device 18 and the main body frame 12 is set so that the direction of movement of the movable plate coincides with the position of the opening of the cylindrical frame 12b.

The rotation drive unit 16 includes, for example, an electric motor, and rotates the lift drive unit 14 (and the item holding unit 13) within a predetermined angle range around a rotation axis L14 extending vertically. The angle at which the lift drive unit 14 can be rotated by the rotation drive unit 16 is, for example, any angle less than 180 degrees, but the upper limit is not limited to 180 degrees. The rotation drive unit 16 can orient the item holding unit 13 (or the item M held by the item holding unit 13) protruding from the side in a desired direction. The slide mechanism 11 and the rotation drive unit 16 are controlled by the cart controller 8. Note that the lift drive unit 14 can be rotated by the rotation drive unit 16 even when the movable plate of the slide mechanism 11 is stored without moving (as shown by the solid line in FIG. 3). In that case, for example, the rotation axis L14 of the lift drive unit 14 coincides with the rotation axis L10 of the main body unit 10.

The cart unit 50 has a cylindrical support member (cylindrical member) 52 at the lower end. The top plate portion 12a of the main body frame 12 is rotatably attached to the underside of the support member 52. For example, a rotation drive unit (not shown), such as an electric motor, is provided on the top plate portion 12a. When the driving force of the rotation drive unit is transmitted to the support member 52, the main body frame 12 rotates around a rotation axis L10 extending vertically to the cart unit 50. The angle at which the main body frame 12 can rotate is, for example, any angle between 360 degrees and 540 degrees, but the upper limit is not limited to 540 degrees and the lower limit is not limited to 360 degrees. The slide mechanism 11 is attached to the underside of the top plate portion 12a, and the top plate portion 12a supports the slide mechanism 11. The main body frame 12 and the transfer device 18 are integrated, and the main body frame 12 and the transfer device 18 rotate together. The traveling vehicle 2 can transfer the item M to and from the load port by using the transfer device 18.

A cover (not shown) may be attached to the outer surface of the cylindrical frame 12b. In this case, the cover surrounds the transfer device 18 and the item M held by the transfer device 18. The cover is cylindrical with an open bottom end, and has a cutout at the portion where the movable plate of the slide mechanism 11 protrudes (the above-mentioned open portion).

The running unit 30 has four running wheels 31. Two auxiliary wheels 32 are provided for each running wheel 31. As shown in FIG. 4, the running wheels 31 are provided at the four corners of the cart unit 50 so as to protrude upward from the upper cover 51. Each running wheel 31 can rotate around a horizontal or nearly horizontal axle axis along the XY plane. A running drive motor 33 is provided on the rotation axis L31 of each running wheel 31. Each running wheel 31 is driven to rotate by the driving force of the running drive motor 33. The running drive motor 33 is configured to be able to switch between forward and reverse rotation, for example. Each running wheel 31 rolls on the track R with the rotation axis L31 (see FIGS. 7 and 8) as the base axis. Each running wheel 31 rolls on the running surfaces R1a, R2a, and R3a of the first rail R1, the second rail R2, and the intersection rail R3, causing the running car 2 to run. That is, the running unit 30 runs along the track R. Note that it is not limited to the configuration in which all of the four running wheels 31 are rotated by the driving force of the running drive motor 33, and it is also possible to configure the running wheels 31 to be rotated only in part.

Four wheel turning mechanisms 40 (steering drive units) are fixed to a frame (not shown) in the bogie unit 50, and a pedestal 34 is connected to each wheel turning mechanism 40 via the turning shaft of the wheel turning mechanism 40. A running wheel 31, two auxiliary wheels 32, and one running drive motor 33 are attached to the pedestal 34 via a connecting portion 35 and a support portion 36 (support member). For example, a square-shaped top cover 51 is provided on the top surface of the housing 53, and the pedestal 34 is arranged in the notches formed in the four corners of the top cover 51. The connecting portion 35, running wheels 31, auxiliary wheels 32, and running drive motor 33 are arranged above the top cover 51.

3 and 4, the connecting portion 35 connects the bogie unit 50 (specifically, the wheel turning mechanism 40 fixed in the bogie unit 50) and the running wheels 31. This connecting structure places the bogie unit 50 and the main body 10 below the track R and suspended from the running portion 30. The connecting portion 35 is formed to a thickness that allows it to pass through the gap G between the first rail R1 and the intersection rail R3, and between the second rail R2 and the intersection rail R3. The support portion 36 is provided on the upper portion of the connecting portion 35, and rotatably supports the rotation shaft of the running wheels 31 and the rotation shaft of the auxiliary wheels 32. The support portion 36 maintains the relative positions of the running wheels 31 and the auxiliary wheels 32.

As shown in FIG. 4, the running wheels 31 are rotatable about the vertically extending pivot axis L30. The four pivot axes L30 are arranged at the vertices of a square in a plan view, and the rotation axis L10 is located at the center of the pivot axis L30. In other words, the four pivot axes L30 are arranged at positions that are four-fold symmetrical with respect to the rotation axis L10 of the main body 10. In a plan view, the positions of the running wheels 31 and the pivot axes L30 are different (displaced). The running wheels 31 are rotated by the wheel rotation mechanism 40, and as a result, the running direction of the running vehicle 2 can be changed.

The auxiliary wheels 32 are arranged one each in front and behind the running wheel 31 in the running direction. Each of the auxiliary wheels 32 can rotate around a horizontal or nearly horizontal axle axis along the XY plane. The lower end of the auxiliary wheel 32 is set, for example, to be higher than the lower end of the running wheel 31. Therefore, when the running wheel 31 is running on the running surfaces R1a, R2a, R3a, the auxiliary wheel 32 does not contact the running surfaces R1a, R2a, R3a. In addition, when the running wheel 31 passes through the gap G between the first rail R1 and the intersection rail R3, and between the second rail R2 and the intersection rail R3, the auxiliary wheel 32 comes into contact with auxiliary members (not shown) provided on the first rail R1 and the second rail R2, suppressing the sagging of the running wheel 31. Note that there is no limitation to providing two auxiliary wheels 32 for one running wheel 31; for example, one auxiliary wheel 32 may be provided for one running wheel 31, or no auxiliary wheel 32 may be provided.

The wheel turning mechanism 40 is a mechanism for turning the running wheels 31. The four wheel turning mechanisms 40 are arranged, for example, at the four corners of the housing 53 of the bogie unit 50. Each wheel turning mechanism 40 has a steering motor 43 and a driving force transmission unit 42 provided between the steering motor 43 and the running wheels 31. The driving force transmission unit 42 is fixed to a frame (not shown) in the bogie unit 50. The driving force transmission unit 42 and the base unit 34 are connected via a turning shaft. Each wheel turning mechanism 40 turns the base unit 34, the connecting unit 35, the support unit 36, the running wheels 31, the auxiliary wheels 32, and the running drive motor 33 together around the turning shaft L30. With the running vehicle 2 positioned at the center of each rail unit 100, each running wheel 31 is turned 90 degrees around each turning shaft L30. This causes the running wheels 31 to turn on the intersection rail R3. This allows the traveling vehicle 2 to turn. Turning means switching from a first state in which the traveling vehicle 2 travels in the first traveling direction D1 to a second state in which the traveling vehicle 2 travels in the second traveling direction D2, or from the second state in which the traveling vehicle 2 travels in the second traveling direction D2 to the first state in which the traveling vehicle 2 travels in the first traveling direction D1. The traveling vehicle 2 turns, for example, when the traveling vehicle 2 is stopped. The traveling vehicle 2 may also turn when the traveling vehicle 2 is stopped but the object M is moving (for example, turning). The driving of the wheel turning mechanism 40 is controlled by the cart controller 8.

The bogie controller 8 performs overall control of the traveling vehicle 2. The bogie controller 8 is a computer consisting of a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc. The bogie controller 8 can be configured as software in which a program stored in the ROM is loaded onto the RAM and executed by the CPU, for example. The bogie controller 8 may be configured as hardware such as electronic circuits. The bogie controller 8 may be configured as a single device, or may be configured as multiple devices. When configured as multiple devices, these are connected via a communication network such as the Internet or an intranet to logically construct a single bogie controller 8. The bogie controller 8 is provided in the bogie unit 50, for example.

The cart controller 8 controls the traveling of the traveling vehicle 2 based on the transport command. The cart controller 8 controls the traveling of the traveling vehicle 2 by controlling the travel drive motor 33 and the steering motor 43, etc. The cart controller 8 controls, for example, the traveling speed, the operation related to stopping, and the operation related to changing direction. The cart controller 8 controls the transfer operation of the traveling vehicle 2 based on the transport command. The cart controller 8 controls the rotation (rotation) of the main body 10 (main body frame 12 and transfer device 18) to control the transfer direction of the transfer device 18. The cart controller 8 controls the transfer operation of the traveling vehicle 2 by controlling the transfer device 18, etc. The cart controller 8 controls the operation of the load grabber that grasps the item M placed at the specified load port, and the unloading operation that lowers the held item M to the specified load port.

The system controller 5 is a computer consisting of a CPU, ROM, RAM, etc. The system controller 5 can be configured as software, for example, in which a program stored in the ROM is loaded onto the RAM and executed by the CPU. The system controller 5 may be configured as hardware such as electronic circuits. The system controller 5 may be configured as one device, or multiple devices. When configured as multiple devices, these are connected via a communication network such as the Internet or an intranet to logically construct a single system controller 5. At least some of the various controls of the system controller 5 may be executed by the trolley controller 8.

The system controller 5 selects one of the multiple traveling vehicles 2 capable of transporting the item M, and assigns a transport command to the selected traveling vehicle 2. The transport command includes a travel command to cause the traveling vehicle 2 to travel to the load port, and a command to grab the item M placed at the load port or a command to unload the held item M to the load port.

Next, the running unit 30 will be described in detail with reference to Figs. 7 and 8. Figs. 7 and 8 show an example in which the running wheel 31 runs on the intersection running surface R3a in the Y direction. Fig. 8 shows a cross section of the running unit 30 along the XZ plane. As described above, the running unit 30 has the running wheel 31, the running drive motor 33, the support unit 36, and the connecting unit 35. The running wheel 31 rolls on the track R with the rotation axis L31 as the base axis. The running wheel 31 rotates on the pivot axis L30. At this time, since the pivot axis L30 is located on the intersection rail R3, the running wheel 31 can rotate on the intersection rail R3. The running wheel 31 includes an outer wheel portion 31a and a wheel portion 31b.

The traveling drive motor 33 is a drive source that generates a driving force for rotating the traveling wheel 31. The traveling drive motor 33 drives the traveling wheel 31. The traveling drive motor 33 is arranged so that the output shaft 33a of the traveling drive motor 33 is coaxial with the rotation axis L31 of the traveling wheel 31. The traveling drive motor 33 is provided on the rotation axis L31 of the traveling wheel 31. Specifically, when viewed from the direction along the rotation axis L31, the traveling drive motor 33 is arranged so that it overlaps with the rotation axis L31. The output shaft 33a of the traveling drive motor 33 is connected to the wheel portion 31b of the traveling wheel 31 via a connection portion 37. The connection portion 37 includes, for example, a reducer that reduces the rotation speed of the traveling drive motor 33, and an axle that transmits the driving force of the traveling drive motor 33 to the traveling wheel 31.

The outer diameter of the traveling drive motor 33 is smaller than the outer diameter of the traveling wheel 31. When viewed in the axial direction of the rotation axis L31, the outer shape of the traveling drive motor 33 is included in the outer shape of the traveling wheel 31. A cable Ca is electrically connected to the traveling drive motor 33. The traveling drive motor 33 is electrically connected to the carriage controller 8, which will be described later, via the cable Ca. The traveling drive motor 33 is driven based on instructions input from the carriage controller 8, thereby driving the traveling wheel 31 to rotate.

The support portion 36 rotatably supports the running wheel 31 and the auxiliary wheel 32. In other words, the support portion 36 supports the axle of the running wheel 31 so that the running wheel 31 can rotate in a rotational direction around the rotation axis L31. The support portion 36 supports the axle of the auxiliary wheel 32 so that the auxiliary wheel 32 can rotate in a rotational direction around the rotation axis of the auxiliary wheel 32. In the example shown, the support portion 36 extends in the vertical direction. The support portion 36 rotatably supports the running wheel 31 via the connection portion 37, and also rotatably supports the auxiliary wheel 32.

The connecting part 35 is connected to the lower part of the support part 36. In the illustrated example, the connecting part 35 extends downward from the lower part of the support part 36 while bending inward (towards the travel drive motor 33) and then extends downward in a straight line. The connecting part 35 then extends so as to bend outward (towards the travel wheel 31). The connecting part 35 is arranged so as to bend along the cable Ca. For example, when the travel vehicle 2 travels on the first rail R1 and crosses the second rail R2, or when the travel vehicle 2 travels on the second rail R2 and crosses the first rail R1, the connecting part 35 and the cable Ca pass through the gap G and extend downward from above the track R (see FIG. 7). The base part 34 is a substantially rectangular parallelepiped part that is continuous with the lower part of the connecting part 35 (see FIG. 4). For example, the base part 34 is fixed at its upper end to the rotating cylinder 48.

As shown in Figures 2 and 8, a first support wall (support wall) 113 is connected to the upper surfaces of the multiple first rails R1. A second support wall (support wall) 123 is connected to the upper surfaces of the multiple second rails R2. A first cutout portion K1 is formed in the first support wall 113 and the second support wall 123. The first cutout portion K1 allows the running part 30 to pass through when the running vehicle 2 is running. For example, the first cutout portion K1 and the second cutout portion K2 allow the running wheel 31 and the running drive motor 33 to pass through.

The first cutout portion K1 of the first support wall 113 has a shape in which the X-direction end of the first support wall 113 is cut out so as to open outward in the X-direction when viewed from the Y-direction. The first cutout portion K1 of the second support wall 123 has a shape in which the Y-direction end of the second support wall 123 is cut out so as to open outward in the Y-direction when viewed from the X-direction. The first cutout portion K1 includes a first portion K11 and a second portion K12. The first portion K11 and the second portion K12 are continuous with each other. The first portion K11 allows a part of the side of the travel drive motor 33 opposite the travel wheel 31 to pass through. The second portion K12 allows other parts of the travel drive motor 33, the connection portion 37, the support portion 36, the travel wheel 31, and the auxiliary wheel 32 to pass through.

In addition, a second cutout portion K2 is formed on the side of the intersection support pillar 133. The second cutout portion K2 allows the running wheel 31 and the auxiliary wheel 32 to pass through. The second cutout portion K2 has a shape that is cut out so as to open on the first support wall 113 or the second support wall 123 side. The second cutout portion K2 is formed so as to be continuous with the first cutout portion K1. Also, the second cutout portion K2 does not have to be provided.

Next, the wheel turning mechanism (steering drive unit) 40 will be described in detail with reference to Fig. 7 and Fig. 9 to Fig. 11. As shown in Fig. 7, the wheel turning mechanism 40 is provided below the track R and below the running wheels 31. As shown in Fig. 9 to Fig. 11, the driving force transmission unit 42 of the wheel turning mechanism 40 is a mechanism that transmits the driving force generated in the steering motor 43 to the running unit 30. The driving force transmission unit 42 has a gear box 44, a housing 45, and a rotating cylinder 48. The gear box 44 is provided below the base unit 34. The housing 45 is disposed below the gear box 44. A fixing member 45a is provided on the side of the housing 45. The housing 45 is fixed to the frame 54 in the cart unit 50 via the fixing member 45a (see Fig. 7).

The swivel tube 48 has, for example, a cylindrical shape. The swivel tube 48 has a swivel axis L30 as its axial direction, and passes through the gear box 44 and the housing 45. The swivel tube 48 is provided so as to be rotatable about the swivel axis L30 relative to the gear box 44 and the housing 45. The base portion 34 is connected to the upper end of the swivel tube 48. The lower end of the swivel tube 48 protrudes downward from the housing 45. A slip-out prevention member 49 is provided at the lower end of the swivel tube 48. The outer diameter of the slip-out prevention member 49 is larger than the outer diameter of the through hole in the housing 45 through which the swivel tube 48 passes. This prevents the swivel tube 48 from slipping out upward.

The steering motor 43 of the wheel turning mechanism 40 is a driving source that generates the driving force for turning. The steering motor 43 is disposed below the gear box 44. The steering motor 43 is fixed to the housing 45. The output shaft 43b of the steering motor 43 is arranged so as to be parallel to the turning axis L30. The output shaft 43b is connected to the driving force transmission unit 42.

10 and 11, the gear box 44 has a first gear 46, a second gear 47, and a bearing 43c therein. The first gear 46 is, for example, a spur gear. The first gear 46 is arranged with the vertical direction as its axial direction. The first gear 46 is coaxially connected to the output shaft 43b of the steering motor 43. The second gear 47 is, for example, a sector gear. The second gear 47 is arranged with the swivel axis L30 as its axial direction. The second gear 47 meshes with the first gear 46. The second gear 47 is engaged with the outer peripheral surface of the swivel tube 48 in the direction of rotation about the swivel axis L30. For example, a cylinder to which the inner peripheral surface of the second gear 47 is fixed can rotate in the direction of rotation about the swivel axis L30. The inner peripheral surface of this cylinder and the outer peripheral surface of the swivel tube 48 can rotate synchronously so as to be integrated in the direction of rotation via a key groove. As a result, the second gear 47 is connected to the support portion 36 via the rotating cylinder 48, the base portion 34, and the connecting portion 35. The bearing 43c rotatably supports the output shaft 43b of the steering motor 43. The bearing 43c is disposed below the first gear 46.

In the wheel turning mechanism 40 configured as above, when the running wheel 31 turns, first, a driving force is generated in the steering motor 43, and the driving force is transmitted to the first gear 46 via the output shaft 43b. As a result, the first gear 46 rotates, and the second gear 47 meshing with the first gear 46 rotates about the turning axis L30. In synchronization with the rotation of the second gear 47, the turning cylinder 48 rotates, for example, 90 degrees about the turning axis L30. As a result, the base portion 34, the connecting portion 35, and the support portion 36 rotate 90 degrees about the turning axis L30, and the running wheel 31 turns 90 degrees about the turning axis L30.

In addition, a guide roller that abuts against the side of the intersection rail R3 may be provided between the running wheel 31 and the wheel turning mechanism 40 (for example, near the connecting portion 35). The guide roller prevents the running carriage 20 (running vehicle 2) from shifting position relative to the track R.

The traveling vehicle 2 is equipped with a position detection unit (not shown) that detects position information. The position detection unit detects the current position of the traveling vehicle 2, for example, by detecting a position marker indicating position information provided on the track R. The position detection unit detects the position marker in a non-contact manner.

As described above, in the overhead traveling vehicle system 1 of this embodiment, the wheel turning mechanism 40 can be arranged by effectively utilizing the space below the track R. Specifically, the wheel turning mechanism 40 can be arranged in the dead space below the track R and below the traveling wheels 31. This eliminates the need to arrange the wheel turning mechanism 40 between the top cover 51 of the bogie unit 50 and the track R, and the height dimension of the traveling vehicle 2 can be reduced. As a result, the traveling vehicle 2 can be made more compact.

In the overhead traveling vehicle system 1 of this embodiment, the traveling section 30 includes a traveling drive motor 33 provided on the rotation axis L31 of the traveling wheel 31. In this case, the traveling drive motor 33 can be arranged by effectively utilizing the space above the track R. This makes it possible to reduce the height dimension from the traveling drive motor 33 to the traveling wheel 31, for example, and to make the traveling vehicle 2 more compact. As a result, it becomes possible to make the overhead traveling vehicle system 1 a more compact system.

In the overhead traveling vehicle system 1 of this embodiment, it is possible to increase the diameter of the traveling wheels 31. As a result, the traveling of the traveling vehicle 2 becomes more stable, and the traveling vehicle 2 can carry heavier loads (the load-bearing capacity of the traveling vehicle 2 is improved). In addition, the traveling wheels 31 can overcome the gap G more reliably.

In the overhead traveling vehicle system 1 of this embodiment, the traveling unit 30 includes a support unit 36 that supports the traveling wheels 31, and the wheel turning mechanism 40 includes a steering motor 43, which is a driving source, a first gear 46 connected to the output shaft 43b of the steering motor 43, and a second gear 47 that meshes with the first gear 46 and is connected to the support unit 36. In this case, it is possible to unitize the support unit 36, the first gear 46, the second gear 47, and the steering motor 43. As a result, it is possible to make the wheel turning mechanism 40 more compact. In addition, since it is possible to unitize the wheel turning mechanism 40, the productivity of the wheel turning mechanism 40 is improved, and the ease of replacement and inspection of the wheel turning mechanism 40 is improved.

In the overhead traveling vehicle system 1 of this embodiment, the first gear 46 and the second gear 47 are provided inside the gear box 44, not in the top cover 51 of the cart unit 50. Therefore, compared to a structure in which gears such as rack gears are provided directly on the main body 10, it is possible to suppress friction between the gears caused by vibrations during traveling, etc.

In the overhead traveling vehicle system 1, the connecting part 35 and the cable Ca pass through the gap G, for example, when the traveling vehicle 2 travels on the first rail R1 and crosses the second rail R2, or when the traveling vehicle 2 travels on the second rail R2 and crosses the first rail R1. Since there is no need to provide the connecting part 35 with a transmission mechanism such as a belt that transmits driving force to the traveling wheels 31, it is possible to increase the strength of the connecting part 35, etc.

In addition, since the overhead traveling vehicle system 1 does not require a transmission mechanism such as a belt between the traveling drive motor 33 and the traveling wheels 31, the following effects are achieved. Backlash can be reduced and rigidity can be improved. Stop position accuracy can be improved. The size of the guide roller can be increased. The structure can be simplified and productivity can be improved.

The running unit 30 is provided above the track R, not on the top cover 51 of the cart unit 50. The wheel turning mechanism 40 is provided inside the housing 53 of the cart unit 50, not on the top cover 51 of the cart unit 50. This makes it possible to add other components to the top cover 51 of the cart unit 50. For example, it is possible to provide a cell recognition sensor S1 on the top cover 51 of the cart unit 50 (FIG. 13). For example, it is also possible to provide a position recognition sensor S2 inside the housing 53, and for the position recognition sensor S2 to recognize the position recognition mark M2 via the cutout 51a. Details will be explained in the modified example described later.

[Modification]
Although the embodiments have been described above, one aspect of the present disclosure is not limited to the above-described embodiments, and various modifications are possible without departing from the spirit of the invention.

The overhead traveling vehicle system 1 of the above embodiment may be configured as follows. That is, in the overhead traveling vehicle system 1, the track R has a plurality of first rails R1 extending in the X direction and a second rail R2 extending in the Y direction, and the first rails R1 and the second rails R2 are arranged in a grid pattern. The traveling vehicle 2 moves in the X direction by the running unit 30 running on a pair of first rails R1 adjacent to each other in the Y direction, and moves in the Y direction by the running unit 30 running on a pair of second rails R2 adjacent to each other in the X direction. The traveling vehicle 2 has a cell recognition sensor S1 that acquires first information from a cell recognition mark M1 that indicates the first information, and a position recognition sensor S2 that acquires second information from a position recognition mark M2 that indicates second information that is different from the first information. Each of the first rail R1 and the second rail R2 may have a first surface 61 facing the cell recognition sensor S1 and on which the cell recognition mark M1 is arranged, and a second surface 62 facing the position recognition sensor S2 and on which the position recognition mark M2 is arranged, the second surface 62 being arranged outside the first surface 61 and inclined toward the overhead traveling vehicle 2 side with respect to the first surface 61 when viewed from the center of the cell C, which is a space surrounded by the pair of first rails R1 and the pair of second rails R2 in a plan view. In this case, the first surface 61 and the second surface 62 other than the first surface 61 are provided on each of the first rail R1 and the second rail R2 forming the track R, so that at least two different types of marks can be arranged at the same position in the traveling direction of the track R by arranging at least two different types of marks on each surface. In addition, in the overhead traveling vehicle system 1 having this configuration, the second surface 62 arranged outside the first surface 61 when viewed from the center of the cell C in a plan view is arranged so as to be inclined toward the traveling vehicle 2 side with respect to the first surface 61. This eliminates the need to provide the position recognition sensor S2 so that it protrudes from the vehicle 2 in order to face the second surface 62, which helps prevent the vehicle 2 from becoming too large. Such an overhead vehicle system 1 may be configured as follows.

FIG. 12 is a perspective view showing a traveling vehicle 2 according to a modified example. As shown in FIG. 12, the traveling vehicle 2 is equipped with one cell recognition sensor (first sensor) S1 and four position recognition sensors (second sensors) S2. Note that in the example of FIG. 11, only three of the four position recognition sensors S2 are shown. The cell recognition sensor S1 and the position recognition sensor S2 are provided in the housing 53 of the cart unit 50. The cell recognition sensor S1 is arranged so that its detection direction faces upward and is approximately perpendicular to the top cover 51. The position recognition sensor S2 is arranged so that its detection direction faces approximately upward. More specifically, the position recognition sensor S2 is arranged so that its detection direction faces in a direction inclined outward from the center of the cell C with respect to the Z direction.

A cell recognition mark (first mark) M1 and a position recognition mark (second mark) M2 are arranged on the track R (see FIG. 13). The cell recognition sensor S1 detects the cell recognition mark M1 arranged on the track R in a non-contact manner. The position recognition sensor S2 detects the position recognition mark M2 arranged on the track R in a non-contact manner. The position recognition sensor S2 detects the position recognition mark M2 through a notch 51a provided in the top cover 51. The cell recognition mark M1 and the position recognition mark M2 will be described in detail later.

The cell recognition sensor S1 faces the cell recognition mark M1 when the traveling vehicle 2 is located at a predetermined position within the cell C (when the traveling vehicle 2 is stopped or traveling). At this time, the cell recognition sensor S1 acquires information (first information) about the cell C from the cell recognition mark M1.

The position recognition sensor S2 is arranged to face each of the second surfaces 62 (see FIG. 8) on which the position recognition mark M2 is arranged on each of the pair of first rails R1 included in the rail unit 100 when the traveling vehicle 2 moves in the X direction. The position recognition sensor S2 is also arranged to face each of the second surfaces 62 on which the position recognition mark M2 is arranged on each of the pair of second rails R2 included in the rail unit 100 when the traveling vehicle 2 moves in the Y direction. The position recognition sensor S2 acquires position information (second information) on the track R from the position recognition mark M2.

FIG. 13 is a perspective view showing a rail unit 100 according to a modified example. FIG. 14 is a schematic cross-sectional view of the first rail R1 when cut along a plane perpendicular to the X direction. The example of FIG. 13 illustrates one rail unit 100 as viewed from the negative side in the Z direction. Each of the first rail R1 and second rail R2 included in the rail unit 100 has a first surface 61 and a second surface 62.

The first rail R1 will now be described. In this modified example, the first surface 61 is perpendicular to the Z direction. The first surface 61 is parallel to the first running surface R1a in the Z direction. The shape of the first surface 61 is a rectangle extending in the X direction in a plan view. The first surface 61 is formed to face the cell recognition sensor S1 of the running vehicle 2. The first surface 61 is formed so that the running vehicle 2 can run in the X direction with the cell recognition sensor S1 of the running vehicle 2 facing it.

A cell recognition mark M1 indicating information about the cell C is arranged on the first surface 61. It can also be said that the cell recognition mark M1 indicates information about which cell is which among the multiple cells C formed by the track R. The information about the cell C may be an ID that uniquely identifies the cell C, or may be information about the position of the cell C. In this modified example, the cell recognition mark M1 is composed of one barcode Ba. In the example of FIG. 13, the barcode Ba is arranged in the center of the first rail R1 (first surface 61) in the X direction. The cell recognition mark M1 faces the cell recognition sensor S1 when the traveling vehicle 2 is located at a predetermined position in the cell C. The cell recognition sensor S1 acquires information about the cell C from the cell recognition mark M1.

In this modified example, the predetermined position refers to the cell center. The state in which the traveling vehicle 2 is located at the cell center in the cell C refers to a state in which the bogie unit 50 is not misaligned horizontally with respect to the cell C and is not misaligned in the rotational direction with respect to the cell C. "The bogie unit 50 is not misaligned horizontally with respect to the cell C" refers to the center of the bogie unit 50 and the center of the cell C being aligned in a plan view. "The bogie unit 50 is not misaligned in the rotational direction with respect to the cell C" refers to the two sides of the rectangular bogie unit 50 that extend in the X direction being parallel to the pair of first rails R1 that constitute the cell C in a plan view, and the two sides that extend in the Y direction being parallel to the pair of second rails R2 that constitute the cell C in a plan view. The center of the first rail R1 or the center of the cell C does not need to be strictly the center or center, and may have a certain width.

The second surface 62 is disposed outside the first surface 61 when viewed from the center of the cell C. The second surface 62 is inclined toward the traveling vehicle 2 (vertically downward in the example of FIG. 13) with respect to the first surface 61. The shape of the second surface 62 is a rectangle extending in the X direction when viewed from a direction perpendicular to the second surface 62. The second surface 62 is formed so as to face the position recognition sensor S2 of the traveling vehicle 2. The second surface 62 is formed so that the traveling vehicle 2 can travel in the X direction with the position recognition sensor S2 of the traveling vehicle 2 facing it.

A position recognition mark M2 indicating position information on the track R (first rail R1) is arranged on the second surface 62. The position information on the first rail R1 may be information regarding the position in the X direction on the first rail R1, or information regarding the distance from the center of the first rail R1 (center of the cell) in the X direction. The information indicated by the position recognition mark M2 is different from the information indicated by the cell recognition mark M1. In this modified example, the position recognition mark M2 is composed of multiple (14, for example) barcodes Bb arranged in the X direction. The multiple barcodes Bb are arranged on the second surface 62 along the X direction with no gaps. The position recognition mark M2 faces the position recognition sensor S2 when the traveling vehicle 2 is traveling or stopped along the first rail R1. The position recognition sensor S2 acquires position information on the first rail R1 from the position recognition mark M2.

Next, the second rail R2 will be described. In this modified example, the configuration of the second rail R2 is the same as the configuration of the first rail R1. Therefore, any explanation that overlaps with the first rail R1 described above will be omitted as appropriate.

In the second rail R2, the first surface 61 is parallel to the second running surface R2a (see Figures 1, 2 and 5) in the Z direction. The shape of the first surface 61 is a rectangle extending in the Y direction in a plan view. The first surface 61 is formed so that the running vehicle 2 can run in the Y direction with the cell recognition sensor S1 facing it. A barcode Ba, which is the cell recognition mark M1, is arranged on the first surface 61. In the example of Figure 13, the barcode Ba is arranged in the center of the second rail R2 (first surface 61) in the Y direction.

The shape of the second surface 62 is a rectangle extending in the Y direction when viewed from a direction perpendicular to the second surface 62. The second surface 62 is formed so that the traveling vehicle 2 can travel in the Y direction with the position recognition sensor S2 of the traveling vehicle 2 facing it. A position recognition mark M2 is arranged on the second surface 62. The position information on the second rail R2 may be information about the position in the Y direction on the second rail R2, or information about the distance from the center of the second rail R2 (center of the cell) in the Y direction. In this modified example, the position recognition mark M2 is composed of a plurality of barcodes Bb (14 as an example) arranged in the Y direction. The plurality of barcodes Bb are arranged on the second surface 62 along the Y direction with no gaps. The position recognition mark M2 faces the position recognition mark M2 when the traveling vehicle 2 is traveling or stopped along the second rail R2. The position recognition sensor S2 acquires position information on the second rail R2 from the position recognition mark M2.

The bogie controller 8 acquires the detection result of the cell recognition sensor S1. Specifically, the bogie controller 8 acquires information on the cell C acquired by the cell recognition sensor S1. Furthermore, the bogie controller 8 identifies the cell C in which the traveling vehicle 2 is located based on the information on the cell C.

The trolley controller 8 acquires the detection result of the position recognition sensor S2. Specifically, the trolley controller 8 acquires the position information acquired by the position recognition sensor S2. Based on the position information, the trolley controller 8 also derives the amount of deviation between a predetermined position in the cell C and the stopping position of the traveling vehicle 2. The amount of deviation includes the amount of deviation in the horizontal direction (X direction and Y direction) as well as the amount of deviation in the rotational direction around the Z direction.

The amount of deviation in the X direction can be derived, for example, by performing a predetermined calculation process using position information acquired by at least one of the two position recognition sensors S2 facing the second surface 62 of the first rail R1 and pre-stored position information of the center of cell C. The amount of deviation in the X direction can also be derived by pre-storing a table in which the relationship between the position information indicated by the position recognition mark M2 and the above-mentioned amount of deviation is associated and stored, and performing a read process to read out from the table the above-mentioned amount of deviation that corresponds to the position information indicated by the position recognition mark M2 acquired by the position recognition sensor S2. The amount of deviation in the Y direction can also be derived by the above-mentioned calculation process or read process, similar to the amount of deviation in the X direction.

The deviation amount in the rotation direction around the Z direction can be derived by performing a predetermined calculation process using four pieces of position information acquired from two position recognition sensors S2 facing the second surface 62 of the first rail R1 and two position recognition sensors S2 facing the second surface 62 of the second rail R2, for example. The deviation amount in the rotation direction around the Z direction can be calculated using at least the above three pieces of position information. The deviation amount in the rotation direction around the Z direction can also be derived by storing in advance a table in which the relationship between the position information and the deviation amount for each of the four rails that make up one cell C is associated and stored, and performing a read process to read out the above deviation amount corresponding to the three pieces of position information acquired by the position recognition sensors S2 from the table.

The cart controller 8 may control the travel unit 30 to control the amount of movement of the traveling vehicle 2 along the X direction and the Y direction. Specifically, the cart controller 8 may control the drive amount of the traveling drive motor 33 that drives the traveling wheels 31 included in the traveling unit 30. The cart controller 8 controls the traveling unit 30 so that the traveling vehicle 2 moves to the specified position based on the amount of horizontal deviation.

In the above modification, a bogie controller 8 is provided to control the traveling vehicle 2. One of the two different types of marks is a position recognition mark M2 that indicates position information on the track R. The position recognition sensor S2 facing the position recognition mark M2 is arranged so as to face each of the position recognition marks M2 arranged on each of the pair of first rails R1 when the traveling vehicle 2 moves in the X direction. The position recognition sensor S2 is also arranged so as to face each of the position recognition marks M2 arranged on each of the pair of second rails R2 when the traveling vehicle 2 moves in the Y direction. Furthermore, the position recognition sensor S2 is four position recognition sensors S2 that acquire position information from the position recognition mark M2. The bogie controller 8 derives the amount of deviation between a predetermined position in the cell C and the stop position of the traveling vehicle 2 based on the position information acquired by the position recognition sensor S2. In this case, the bogie controller 8 can detect the position deviation when the traveling vehicle 2 is stopped.

In the above modified example, the traveling vehicle 2 holds the item M below the track R. However, the traveling vehicle 2 may hold the item M above the track R. In this case, the cart unit 50 is disposed above the traveling section 30. The cell recognition sensor S1 is disposed, for example, so as to face downwards approximately perpendicular to the lower surface of the cart unit 50. The position recognition sensor S2 is disposed, for example, so as to face approximately downwards. The position recognition sensor S2 is disposed so as to face in a direction inclined toward the outside as viewed from the center of the cell C with respect to the Z direction. In addition, the first surface 61 is disposed so as to be perpendicular to the Z direction and face upwards, and the second surface 62 is disposed so as to be inclined toward the traveling vehicle 2 side (for example, the vertical upward side in the example of FIG. 13) with respect to the first surface 61. As a result, the cell recognition sensor S1 faces the cell recognition mark M1 disposed on the first surface 61, and the position recognition sensor S2 faces the position recognition mark M2 disposed on the second surface 62.

In the above modified example, the cell recognition mark M1 is described as being provided at the center of the first rail R1 in the X direction and at the center of the second rail R2 in the Y direction. However, the position of the cell recognition mark M1 may be arranged along the extension direction, for example, similar to the position recognition mark M2, and the installation position of the cell recognition mark M1 is not particularly limited as long as it can be detected by the cell recognition sensor S1.

In the above modified example, the case where the cell recognition mark M1 is arranged on the first surface 61 and the position recognition mark M2 is arranged on the second surface 62 has been described, but the arrangement of the marks may be reversed. In other words, the cell recognition mark M1 may be arranged on the second surface 62 and the position recognition mark M2 may be arranged on the first surface 61.

In the above modified example, a case was described in which four position recognition sensors S2 are provided on the traveling vehicle 2, but the number of position recognition sensors S2 can be changed as appropriate.

In the above modified example, a barcode has been used as an example of the cell recognition mark M1 and the position recognition mark M2, but a two-dimensional code such as a QR code (registered trademark) may also be used. In this case, a barcode reader capable of reading two-dimensional barcodes may be used instead of the barcode reader capable of reading the barcodes employed as the cell recognition sensor S1 and the position recognition sensor S2. Furthermore, instead of or in addition to the above codes, as the cell recognition mark M1 and the position recognition mark M2, a display (mark) identifiable by the cell recognition sensor S1 and the position recognition sensor S2, such as a letter, symbol, figure, color, etc., may be used. In this case, a camera or the like may be used as the cell recognition sensor S1 and the position recognition sensor S2.

In the above embodiment, the four pivot axes L30 in the running unit 30 and the wheel turning mechanism 40 are arranged at the vertices of a square in a plan view, but the arrangement of the pivot axes L30 does not have to be square. In a plan view, the position of the running wheels 31 and the position of the pivot axes L30 may coincide.

In the above embodiment, the travel drive motor 33 is arranged so that the output shaft 33a of the travel drive motor 33 is coaxial with the rotation axis L31, but this is not limited to the above. As long as the travel drive motor 33 is arranged on the rotation axis L31, the output shaft 33a may be configured to be offset from the rotation axis L31.

In the above embodiment, the case where the running wheels 31 rotate on the intersection rail R3 has been described, but when each wheel turning mechanism 40 turns, each running wheel 31 may transfer from the first running surface R1a to the second running surface R2a, or from the second running surface R2a to the first running surface R1a.

In the above embodiment, the traveling vehicle is an overhead traveling vehicle, but the traveling vehicle may be a tracked vehicle that travels on a track installed on the ground. In the above embodiment, a grid system is used as the overhead traveling vehicle system 1, but the overhead traveling vehicle system 1 is not limited to a grid system. For example, an AGV (Automated Guided Vehicle) may be used as the overhead traveling vehicle system, or various known systems that travel on a grid-shaped traveling path may be used.

The components in the above embodiment and modified examples are not limited to the materials and shapes described above, and various materials and shapes can be applied. The components in the above embodiment or modified examples can be arbitrarily applied to the components in other embodiments or modified examples. Parts of the components in the above embodiment or modified examples can be omitted as appropriate without departing from the gist of one aspect of this disclosure. In the above embodiment, the trolley V holds the item M below the track R, but the main body 10 may be disposed above the track R and hold the item M above the track R.

1...Overhead traveling vehicle system, 2...Overhead traveling vehicle, 8...Cart controller (control unit), 10...Main body, 20...Traveling vehicle, 30...Travel unit, 31...Traveling wheels, 33...Travel drive motor, 36...Support unit, 40...Wheel turning mechanism (steering drive unit), 43...Steering motor, 43b...Output shaft, 46...First gear, 47...Second gear, C...Cell, D1...First traveling direction (first direction), D2...Second traveling direction (second direction), L30...Turning axis, L31...Rotation axis, M1...Cell recognition mark (first mark), M2...Position recognition mark (second mark), R...Rail, R1...First rail, R2...Second rail, S1...Cell recognition sensor (first sensor), S2...Position recognition sensor (second sensor).

Claims

At least a portion of the tracks is arranged in a grid pattern;
an overhead traveling vehicle having a running section that runs along the track, a steering drive section that turns the running section, and a main body section that is disposed below the track and suspended from the running section;
The traveling unit includes a traveling wheel that rolls on the track around a rotation axis and is rotatable around a pivot axis,
The steering drive unit is provided below the track and below the running wheels, and rotates the running wheels.
The overhead traveling vehicle system according to claim 1, wherein the traveling unit further includes a traveling drive motor provided on the rotation shaft of the traveling wheel.
The track includes a plurality of first rails extending in a first direction and a second rail extending in a second direction perpendicular to the first direction,
The first rail and the second rail are arranged in a grid pattern,
the overhead traveling vehicle moves in the first direction by the traveling unit traveling on a pair of the first rails adjacent to each other in the second direction, and moves in the second direction by the traveling unit traveling on a pair of the second rails adjacent to each other in the first direction,
The overhead traveling vehicle is
a first sensor that acquires the first information from a first mark indicating the first information;
a second sensor that acquires the second information from a second mark indicating second information that is different from the first information,
Each of the first rail and the second rail is
a first surface facing the first sensor and on which the first mark is disposed;
3. The overhead traveling vehicle system according to claim 2, further comprising: a second surface facing the second sensor and on which the second mark is arranged, the second surface being arranged outside the first surface and inclined toward the overhead traveling vehicle relative to the first surface when viewed from the center of a cell, which is a space surrounded by the pair of first rails and the pair of second rails in a plan view.
The traveling portion further includes a support member that supports the traveling wheel,
The steering drive unit is
A steering motor serving as a drive source;
a first gear connected to an output shaft of the steering motor;
2. The overhead traveling vehicle system according to claim 1, further comprising: a second gear that meshes with the first gear and is connected to the support member.
5. The overhead traveling vehicle system according to claim 4, wherein the steering motor is provided such that an output shaft of the steering motor is parallel to the rotation shaft.