Article handling apparatus

Abstract

The present invention suppresses interference of a power supply line and a power receiving portion at a portion where a travel path is curved, and suppresses a decrease in power receiving capability due to excessive distance between the power supply line and the power receiving portion. A cart (3) that travels along a travel path having a straight path and a curved path includes a cart body (10), a first travel portion (9f) and a second travel portion (9r) arranged in a travel direction (L), and a power receiving portion (4) that non-contactingly receives driving electric power from a power supply line (11) arranged on both sides in a path width direction. The power receiving portion (4) includes a first power receiving portion (4f) arranged so as to surround a first axis (X1) arranged so as to overlap the first travel portion (9f) in an up-down direction (Z) and a second power receiving portion (4r) arranged so as to surround a second axis (X2) arranged so as to overlap the second travel portion (9r) in the up-down direction (Z).

Description

TECHNICAL FIELD

[0001] The present application relates to an article transport apparatus provided with an article transport vehicle and a power supply line, the article transport vehicle being guided to travel along a travel track provided with a straight path and a curved path, and the power supply line being provided along the travel track. BACKGROUND

[0002] Japanese Patent Application Publication No. 2011-116313 and Japanese Patent Application Publication No. 2016-210371 disclose an article transport apparatus provided with an article transport vehicle configured such that a main body portion is suspended and supported by two travel portions arranged in front and back in a travel direction. In these article transport apparatuses, a power supply line is provided along a travel track along which the article transport vehicle travels, and the article transport vehicle is provided with a power reception portion that receives driving electric power from the power supply line noncontactly. The electric power received by the power reception portion of the article transport vehicle drives a travel motor or the like to travel.

[0003] The article transport vehicle of Japanese Patent Application Publication No. 2011-116313 is provided with a power reception portion between the two travel portions arranged in front and back in the travel direction. That is, one article transport vehicle is provided with one power reception portion. Further, the article transport vehicle of Japanese Patent Application Publication No. 2016-210371 is provided with a power reception portion in front of and behind each joint shaft that rotatably links each of the two travel portions to the main body portion. That is, two power reception portions are provided in one travel portion, and four power reception portions are provided in one article transport vehicle.

[0004] However, the electric power that can be received by the power reception portion from the power supply line (power reception capacity) differs depending on the structure (size, constants of circuit elements, and the like) of the power reception portion. Further, the power reception capacity required by the power reception portion also differs depending on the article that is the transport object of the article transport vehicle. For example, an article transport vehicle that transports a heavier article requires a larger power reception capacity. For example, in the case of increasing the power reception capacity in the article transport vehicle of Japanese Patent Application Publication No. 2011-116313, another power reception portion is considered to be arranged between the two travel portions. However, in this case, the length of the travel track along which the article transport vehicle travels becomes longer, and thus the distance between the power supply line and the power reception portion cannot be ensured in the curved path in which the travel track is curved, and there is a possibility that the power supply line and the power reception portion interfere with each other.

[0005] In the cart of Japanese Patent Application Publication No. 2016-210371, a power receiving portion is provided in each of the two traveling portions, so the power receiving capacity can be improved compared to the cart of Japanese Patent Application Publication No. 2011-116313. However, the length in the front-rear direction from the end on the upstream side of the power receiving portion on the upstream side from the traveling direction to the end on the downstream side of the power receiving portion on the downstream side of the traveling direction is longer than the length in the front-rear direction of the power receiving portion in the case where a single power receiving portion is provided. Therefore, in a curved path where the traveling track is curved, the distance between the power supply line and the power receiving portion cannot be ensured, and there is a possibility that the power supply line and the power receiving portion interfere with each other.

[0006] As described above, considering the interference between the power supply line and the power receiving portion at the curved portion, it is also considered to make the distance between the power supply line and the power receiving portion larger. However, in this case, the distance between the power supply line and the power receiving portion is excessively large, and there is a possibility that the power supply efficiency is reduced and the power receiving capacity cannot be ensured. Therefore, it is necessary to appropriately arrange the power receiving portion with respect to the power supply line. SUMMARY

[0007] In view of the above background, it is desirable to provide a technique that suppresses the interference between the power supply line and the power receiving portion at a portion where the traveling path is curved, and suppresses the reduction in the power receiving capacity due to the excessively large distance between the power supply line and the power receiving portion.

[0008] The article transport apparatus according to the above has a travel rail, an article transport vehicle, and a power supply line, the travel rail is arranged along a travel path having a straight path set in a straight line shape and a curved path set in a curved line shape, the article transport vehicle is guided by the travel rail and travels along the travel path, and the power supply line is arranged along the travel path, characterized in that the article transport vehicle has a vehicle body, a first travel unit, a second travel unit, and a power reception unit that receives driving power from the power supply line noncontactly, the power supply line is arranged on both sides in a path width direction that is orthogonal to a length direction of the travel path when viewed in an up-down direction with respect to the power reception unit, the first travel unit and the second travel unit are arranged in a row along a travel direction of the article transport vehicle, the first travel unit is connected to the vehicle body via a first support mechanism and is guided by the travel rail, the second travel unit is connected to the vehicle body via a second support mechanism and is guided by the travel rail, the first support mechanism rotatably supports the first travel unit about a first axis, the first axis is arranged along the up-down direction and overlaps the first travel unit when viewed in the up-down direction, the second support mechanism rotatably supports the second travel unit about a second axis, the second axis is arranged along the up-down direction and overlaps the second travel unit when viewed in the up-down direction, and the power reception unit has a first power reception unit arranged so as to surround the first axis and a second power reception unit arranged so as to surround the second axis.

[0009] The power reception unit is arranged so as to maintain an appropriate distance from the power supply line in the path width direction in order to receive driving power from the power supply line noncontactly. If the distance is too close, the possibility of interference between the power supply line and the power reception unit increases when the article transport vehicle travels on the curved path, and if the distance is too far, the efficiency of power reception decreases. According to the present structure, the first power reception unit is arranged so as to surround the first axis, and the second power reception unit is arranged so as to surround the second axis. Therefore, the distance between the end of the power reception unit on one side in the travel direction and the end of the power reception unit on the other side can be suppressed from becoming long. That is, the distance from the first axis and the second axis to these ends is suppressed from becoming long, so the amount of relative movement of these ends in the path width direction with respect to the power supply line at the curved path can be suppressed to be small. As a result, the possibility of the power supply line and the power reception unit coming into contact due to the distance between the power supply line and the power reception unit being too close can be reduced, and the possibility of the power supply line and the power reception unit excessively separating due to the distance between the power supply line and the power reception unit being too far apart can be reduced. That is, according to the present structure, the power reception unit can be arranged so as to suppress interference between the power supply line and the power reception unit at a portion of the travel path that is curved, and suppress a decrease in power reception capability due to the distance between the power supply line and the power reception unit being excessively far apart.

[0010] Further features and advantages of the article transport apparatus will be apparent from the following description of embodiments with reference to the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0011] Figure 1 is a plan view of an article transport apparatus.

[0012] Figure 2 is a front view of an article transport cart.

[0013] Figure 3 is a side view of a main part of an article transport cart.

[0014] Figure 4 is a circuit block diagram showing an example of a power receiving portion.

[0015] Figure 5 is a plan view schematically showing a configuration example of the power receiving portion.

[0016] Figure 6 is a plan view schematically showing a configuration example of the power receiving portion of a comparative example.

[0017] Figure 7 is an explanatory view showing a relationship between the power receiving portion and a power supply line.

[0018] Figure 8 is a plan view showing an example of a relationship between the power receiving portion and the power supply line at a curved path.

[0019] Figure 9 is a plan view showing an example of a relationship between the power receiving portion and the power supply line at a curved path of a comparative example.

[0020] Figure 10 is a perspective view showing an example of a power receiving portion of another mode.

[0021] Figure 11 is a sectional view showing an example of the power receiving portion of another mode.

[0022] Figure 12 is a sectional view showing an example of the power receiving portion and a swing shaft of another mode.

[0023] Figure 13 is a sectional view showing another example of the power receiving portion and the swing shaft of another mode.

[0024] Figure 14 is a sectional view showing an example of a coupling coil.

[0025] Figure 15 is a sectional view showing another example of the coupling coil.

[0026] Figure 16 is a side view of a main part of an article transport cart provided with a conventional power receiving portion.

[0027] Figure 17 is a side view of an essential part of the article transport vehicle provided with a plurality of the conventional power receiving units.

[0028] Figure 18 is a side view of an essential part of the article transport vehicle provided with the power receiving unit of the comparative example. DETAILED DESCRIPTION

[0029] Hereinafter, an embodiment of an article transport apparatus will be described based on the drawings. As shown in Figure 1 and Figure 2 , the article transport apparatus 100 is provided with a travel track 2 arranged along a travel path 1, and an article transport vehicle 3 that travels along the travel path 1 guided by the travel track 2. The article transport vehicle 3 transports an article such as a front opening unified pod (FOUP) that houses a semiconductor substrate, a glass substrate that is a material for a display, or the like.

[0030] As shown in Figure 1 , the travel path 1 is provided with one main path 1a that is a ring shape, a plurality of sub-paths 1b that are ring shapes via a plurality of article processing sections P, and a connection path 1c that connects the main path 1a and the sub-paths 1b. The main path 1a and the plurality of sub-paths 1b are paths along which the article transport vehicle 3 travels in the same direction (clockwise direction as indicated by an arrow in Figure 1 ). In the travel path 1, there are a straight path 1d that is set in a straight line shape and a curved path 1e that is set in a curved shape. The travel path 1 is set in combination of the straight path 1d and the curved path 1e.

[0031] Hereinafter, as shown in Figure 2 and Figure 3 , a direction in which the article transport vehicle 3 travels will be referred to as a travel direction L, a direction orthogonal to the travel direction L in a plan view will be referred to as a path width direction H, and a direction orthogonal to the travel direction L and the path width direction H will be referred to as an up-down direction Z. When the article transport vehicle 3 travels in the straight path 1d of the travel path 1, a path length direction in which the travel path 1 extends is the same direction as the travel direction L, and a front-rear direction of the article transport vehicle 3 is also the same direction as the travel direction L. In addition, a vehicle body lateral width direction of the article transport vehicle 3 in a plan view is also the same direction as the path width direction H. In the following description, when the configuration of the article transport vehicle 3 is specified based on the directions, a posture of the article transport vehicle 3 when the article transport vehicle 3 travels in the straight path 1d of the travel path 1 is set as a reference.

[0032] As shown in Figure 2As shown, the goods transport vehicle 3 includes a traveling section 9, a transport vehicle body 10, and a power receiving section 4. The traveling section 9 is guided along a travel path 1 by a pair of travel rails 2 arranged on a top frame suspension support. The transport vehicle body 10 is located below the travel rails 2 and is suspended and supported on the traveling section 9. The power receiving section 4 receives drive power non-contactly from a power supply line 11 arranged along the travel path 1. The transport vehicle body 10 includes a goods support section (not shown), which is flexibly mounted on the transport vehicle body 10 to support goods in a suspended state.

[0033] In this embodiment, such as Figure 3 As shown, the traveling section 9 includes a first traveling section 9f and a second traveling section 9r, and the power receiving section 4 includes a first power receiving section 4f and a second power receiving section 4r. Furthermore, the support mechanism 5, which connects the first traveling section 9f and the second traveling section 9r to the transport vehicle body 10, includes a first support mechanism 5f and a second support mechanism 5r. In this embodiment, the first traveling section 9f and the second traveling section 9r have the same structure, and will be described as the traveling section 9 without distinction. Similarly, the first power receiving section 4f and the second power receiving section 4r also have the same structure, and will be described as the power receiving section 4 without distinction. Furthermore, the first support mechanism 5f and the second support mechanism 5r also have the same structure, and will be described as the support mechanism 5 without distinction.

[0034] The first traveling section 9f and the second traveling section 9r are arranged in a configuration along the traveling direction L of the transport vehicle 3. The first traveling section 9f is positioned at the front in the traveling direction of the transport vehicle 3, and the second traveling section 9r is positioned at the rear in the traveling direction. Furthermore, in the following description, the side in the traveling direction L from the second traveling section 9r toward the first traveling section 9f (the traveling direction side) will be described as the first traveling direction side L1, and the opposite side will be described as the second traveling direction side L2.

[0035] like Figure 2 As shown, the first traveling section 9f and the second traveling section 9r are equipped with a pair of traveling wheels 15 that are driven to rotate by an electric drive motor 14. The traveling wheels 15 roll on a traveling surface formed by the upper surface of their respective traveling tracks 2. In addition, in the first traveling section 9f and the second traveling section 9r, a pair of guide wheels 16 that rotate freely about an axis in the vertical direction Z are arranged to abut against the inner surfaces of the pair of traveling tracks 2. Furthermore, the traveling section 9 is configured, for example, to have Figure 4 The drive motor 14 for travel, or the inverter 6 as part of its drive circuit, as shown, causes the transport vehicle 3 to travel along the travel track 2. The transport vehicle body 10 includes actuators for raising and lowering the support part of the goods, actuators for driving the gripping part that holds the goods, and their drive circuits.

[0036] like Figure 3 As shown, the first traveling part 9f and the second traveling part 9r are respectively connected to the transport vehicle body 10 via the support mechanism 5. The support mechanism 5 has a swing shaft 7, which supports the traveling part 9 in a manner that allows it to rotate about a longitudinal axis (swing axis X (first axis X1, second axis X2)) in the vertical direction Z. Specifically, the first traveling part 9f is connected to the transport vehicle body 10 via the first support mechanism 5f and is guided by the travel track 2, and the second traveling part 9r is connected to the transport vehicle body 10 via the second support mechanism 5r and is guided by the travel track 2. Furthermore, the first support mechanism 5f has a first swing shaft 7f that supports the first traveling part 9f. The first swing shaft 7f supports the first traveling part 9f in a manner that allows it to rotate about a first axis X1, which is configured to overlap with the first traveling part 9f when viewed in the vertical direction Z. Similarly, the second support mechanism 5r includes a second swing shaft 7r that supports the second traveling part 9r. The second swing shaft 7r supports the second traveling part 9r in a manner that allows it to be positioned around a second axis X2. The second axis X2 is configured to overlap with the second traveling part 9r when viewed along the vertical direction Z.

[0037] The first traveling unit 9f and the second traveling unit 9r are guided by the guide wheel 16 in contact with the traveling track 2, maintaining their posture along the traveling path 1 while traveling along the traveling path 1. Specifically, when the first traveling unit 9f and the second traveling unit 9r are traveling on the straight path 1d of the traveling path 1, they travel in the direction of travel L along the path length of the straight path 1d. When they are traveling on the curved path 1e of the traveling path 1, they travel in the direction of travel L along the tangent of the curved path 1e.

[0038] As described above, the power supply line 11, which supplies driving power to the goods transport vehicle 3 via the power receiving unit 4, is arranged along the travel path 1. In this embodiment, the power supply line 11 is arranged on both sides of the path width direction H relative to the power receiving unit 4. That is, as... Figure 2 As shown, the power supply line 11 is positioned relative to the power receiving part 4 on both sides of the path width direction H, which is orthogonal to the length direction of the travel path 1 when viewed in the vertical direction Z.

[0039] The power receiving unit 4 includes a first power receiving unit 4f configured to surround a first axis X1 and a second power receiving unit 4r configured to surround a second axis X2. In this embodiment, the first power receiving unit 4f is configured to be rotatable around the first axis X1 integrally with the first traveling unit 9f, and the second power receiving unit 4r is configured to be rotatable around the second axis X2 integrally with the second traveling unit 9r. Furthermore, in this embodiment, as... Figure 3As shown, the first power receiving unit 4f is configured with the first axis X1 as the axis of symmetry, and the second power receiving unit 4r is configured with the second axis X2 as the axis of symmetry.

[0040] Along the straight path 1d, the transport vehicle 3 travels while maintaining an appropriate distance between the power supply line 11 and the power receiving unit 4. However, along the curved path 1e, the power supply line 11 is arranged along the curved path, so as referred to Figure 7 As will be explained later, in relation to the linearly arranged power receiver 4, the distance between the power supply line 11 and the power receiver 4 varies depending on their positions in the direction of travel L. When the distance increases relative to an appropriate distance, the power receiving capability decreases; when the distance decreases relative to an appropriate distance, interference between the power supply line 11 and the power receiver 4 is possible. At least to suppress such interference, such as... Figure 8 As shown, the power supply lines 11 are configured such that the spacing (power supply line spacing) of the power supply lines 11 on both sides in the path width direction H is larger than the power supply line spacing "Hd" at the straight path 1d, while the power supply line spacing "He" at the curved path 1e is larger. Of course, if the separation distance can be sufficiently ensured at the curved path 1e, the power supply line spacing "Hd" at the straight path 1d can also be the same as the power supply line spacing "He" at the curved path 1e.

[0041] like Figure 3 As shown, the first support mechanism 5f, relative to the first power receiving part 4f, has a first outer connecting part 51 on the first side L1 of the travel direction, connecting the first traveling part 9f and the transport vehicle body 10, and a first inner connecting part 52 on the second side L2 of the travel direction, connecting the first traveling part 9f and the transport vehicle body 10. Furthermore, the second support mechanism 5r, relative to the second power receiving part 4r, has a second outer connecting part 54 on the second side L2 of the travel direction, connecting the second traveling part 9r and the transport vehicle body 10, and a second inner connecting part 53 on the first side L1 of the travel direction, connecting the second traveling part 9r and the transport vehicle body 10. That is, the first support mechanism 5f and the second support mechanism 5r each have connecting parts that connect the traveling part 9f and the transport vehicle body 10 on both sides of the power receiving part 4 in the travel direction L. Alternatively, the traveling section 9 and the transport vehicle body 10 can be connected on one side of the power receiving section 4 in the traveling direction L.

[0042] In this embodiment, the power receiving unit 4 supplies driving power to the goods handling vehicle 3 using wireless power supply technology called HID (High Efficiency Inductive Power Distribution Technology). Specifically, a high-frequency current flows through the power supply line 11, which serves as an induction line, generating a magnetic field around the power supply line 11. The power receiving unit 4 is configured to include a coupling coil 40 (see reference 40). Figure 4), the magnetic core 45 (see Figure 11 ), the coupling coil 40 is induced due to electromagnetic induction from the magnetic field. The induced electric power is rectified by the full-wave rectification circuit 43 (see Figure 4 ). The smoothing capacitor 8 smoothes the pulsation generated at the full-wave rectification circuit 43.

[0043] As shown in Figure 2 and Figure 3 , the power receiving portion 4 has the first portion 41 located at the same height as the power supply line 11, and a pair of second portions 42 extending from the first portion 41 to both sides in the path width direction H to be located on both sides in the vertical direction Z with respect to the power supply line 11. The first portion 41 corresponds to a portion in which the coupling coil 40 is disposed, and the second portion 42 corresponds to a portion in the magnetic core 45 disposed on the upper side and the lower side than the coupling coil 40. In addition, the magnetic core 45 has a portion in the first portion 41 disposed in a state surrounded by the coupling coil 40 in addition to the portion constituting the second portion 42. The pair of second portions 42 respectively overlap the power supply line 11 when viewed in the vertical direction Z. That is, the power receiving portion 4 is such that the first portion 41 overlaps the power supply line 11 in the path width direction H, and the second portion 42 overlaps the power supply line 11 in the vertical direction Z. Therefore, the coupling coil 40 can receive the magnetic field from the power supply line 11 in three directions of the power supply line 11 to efficiently receive power. Of course, the power receiving portion 4 can be configured not to have the magnetic core 45 but to have only the coupling coil 40, or can be configured to have only the first portion 41, that is, the coupling coil 40 and the portion of the magnetic core 45 surrounded by the coupling coil 40.

[0044] Figure 4 In the power receiving portion 4, an example in which the drive motor 14 that drives the traveling portion 9 is driven by the electric power is shown. The drive motor 14 is an alternating-current motor driven via the inverter 6 that converts direct-current electric power rectified via the full-wave rectification circuit 43 into alternating-current electric power. The inverter 6 is configured to have a plurality of switching elements, and switches the electric power between direct current and alternating current in accordance with a switching control signal input from a control circuit (also including a drive circuit) not shown.

[0045] Figure 18 An example of a comparative example of the article transport vehicle 3B with respect to the article transport vehicle 3 of the present embodiment shown in Figure 3 is shown. The article transport vehicle 3B of the comparative example is the same as the article transport vehicle 3 of the present embodiment, and is different from the article transport vehicle 3 of the present embodiment in that the power receiving portion 4 does not have the magnetic core 45. The article transport vehicle 3B of the comparative example is the same as the article transport vehicle 3 of the present embodiment in that the power receiving portion 4 has the first portion 41 and the pair of second portions 42. Figure 16The conventional goods handling vehicle 3D, described later, improves power receiving capability. In this embodiment, the first power receiving unit 4f is arranged to surround the first axis X1, and the second power receiving unit 4r is arranged to surround the second axis X2. That is, in this embodiment, the power receiving unit 4 is arranged to surround the swing axis along the vertical direction Z. However, in the comparative example of the goods handling vehicle 3B, the power receiving unit 4B of the comparative example is arranged separately on the first side L1 and the second side L2 of the travel direction, separated by the swing axis, at each of the first traveling part 9f and the second traveling part 9r.

[0046] Figure 16 An example is a transport vehicle 3D equipped with a conventional power receiving unit 4D. This power receiving unit 4D is positioned between two traveling units 9D arranged in the forward-backward direction along the travel direction L. As described above, power for driving the transport vehicle is supplied to the transport vehicle from the power supply line 11 via the power receiving unit. The amount of power (power receiving capacity) that the power receiving unit can receive from the power supply line 11 varies depending on the structure of the power receiving unit (size, constants of circuit elements, etc.). Furthermore, the power receiving capacity required by the power receiving unit also varies depending on the items being transported by the transport vehicle. For example, a greater power receiving capacity is required in a transport vehicle transporting heavier items.

[0047] improve Figure 16 In the case of the conventional power receiving unit 4D, as an example, consider the following approach: Figure 17 As shown, two power receiving units 4C are arranged between two traveling units 9C arranged in the front-to-back direction along the traveling direction L. However, in this case, with Figure 16 Compared to the length of the 3D transport vehicle shown in the direction of travel L, Figure 17 The length of the transport vehicle 3C shown increases in the direction of travel L. Therefore, on the curved path 1e, the distance between the power supply line 11 and the power receiving part 4C cannot be guaranteed, and there is a possibility of interference between the power supply line 11 and the power receiving part 4C.

[0048] exist Figure 18 In the comparative example of the transport vehicle 3 shown, considering this point, the current receiving unit 4B is positioned to overlap with the traveling unit 9B when viewed in the vertical direction Z. The current receiving unit 4B is positioned to overlap with both traveling units 9B when viewed in the vertical direction Z. Figure 16 Compared to previous 3D transport vehicles, the power receiving capability is improved. Figure 3 Similarly, in the article transport vehicle 3 shown in this embodiment, the power receiving unit 4 is respectively arranged at a position overlapping with the two traveling units 9, and... Figure 16 Compared to the item handling vehicle 3 shown, it has improved power receiving capability.

[0049] Hereinafter, the power receiving unit 4 of this embodiment and the power receiving unit 4B of the comparative example will be described simultaneously.Figure 5 is schematically shown Figure 3 is a plan view of a structure example of the power receiving portion 4 of the present embodiment shown in Figure 6 is schematically shown Figure 18 is a plan view of a structure example of the power receiving portion 4B of the comparative example shown in. The dimension of the power receiving portion 4 in the path width direction H, that is, the power receiving portion width "Ha" and the dimension of the power receiving portion 4B of the comparative example in the path width direction H, that is, the power receiving portion width "Hb" are the same dimension. Further, the dimension of the power receiving portion 4 of the present embodiment in the traveling direction L, that is, the power receiving portion length "Da" and the dimension of the power receiving portion 4B of the comparative example in the traveling direction L, that is, the power receiving portion length "Dc" are the same dimension. The power receiving portion length corresponds approximately to the length of the coupling coil 40. The power receiving portion 4B of the comparative example is provided two with respect to one traveling portion 9B, and the total of the lengths of the power receiving portion 4B of the comparative example provided in one traveling portion 9B in the traveling direction L is "2-Dc".

[0050] Here, the length in the direction along the traveling direction L between the end portion of the traveling direction first side LI and the end portion of the traveling direction second side L2 of the power receiving portion (4 or 4B) provided in one traveling portion (9 or 9B) is called the "total power receiving portion length". In the power receiving portion 4 of the present embodiment, the power receiving portion length and the total power receiving portion length are the same, and are "Da". In the power receiving portion 4B of the comparative example, as described above, the power receiving portion length is "Dc", and the total power receiving portion length is "2-Dc". Here, "Da = 2-Dc".

[0051] The power receiving portion length corresponds approximately to the length of the coupling coil 40 in one power receiving portion (4 or 4B), and the total power receiving portion length corresponds approximately to the total of the lengths of the coupling coils 40 provided in one traveling portion (9 or 9B). Therefore, at one traveling portion (9 or 9B), the coupling coil 40 of the power receiving portion 4 of the present embodiment and the coupling coil 40 of the power receiving portion 4B of the comparative example are able to receive approximately the same degree of cross-link magnetic flux from the power supply line 11.

[0052] Thus, the electrical specifications of the power receiving portion 4 of the present embodiment and the power receiving portion 4B of the comparative example are approximately the same. However, the power receiving portion 4B of the comparative example is provided on both sides in the traveling direction L with the oscillation axis X interposed, and the coupling coil 40 is also provided on both sides with the oscillation axis X interposed. Therefore, the length "Db" in the direction along the traveling direction L between the end portion of the traveling direction first side LI and the end portion of the traveling direction second side L2 of the power receiving portion 4B in one traveling portion 9B is longer than "2-Dc" as shown in Figure 6 . As described above, "2-Dc = Da", so "Db > Da". Therefore, the amount of relative movement of the coupling coil 40 at the curved path le with respect to the path width direction H of the power supply line 11 is larger than the power receiving portion 4 of the present embodiment, and the power receiving portion 4B of the comparative example.

[0053] Figure 7 indicates the positional relationship of the power receiving portion 4 (or the power receiving portion 4B) to the power supply line 11. Figure 8 indicates an example of the relationship of the power receiving portion 4 and the power supply line 11 of the present embodiment at the curved path le, Figure 9 indicates the relationship of the power receiving portion 4B and the power supply line 11 of the comparative example on the curved path le. The coupling coil 40 is configured at a position close to the power supply line 11, and the power that can be received is large. On the other hand, as shown by the dotted line, Figure 7 when the power supply line 11 is far from the coupling coil 40, the power that can be received decreases. However, when the coupling coil 40 is too close to the power supply line 11, the possibility of interference between the coupling coil 40 and the power supply line 11, such as contact due to vibration during travel, increases. Therefore, the power receiving portion 4 (4B) needs to be configured at an appropriate position taking into account the installation tolerance of the power supply line 11, the tolerance of the power receiving portion 4 (4B), the vibration width of the travel position of the cart 3, and the like.

[0054] Figure 8 and Figure 9 “G” in the above table indicates four evaluation positions (the inside of the bend on the first side LI in the travel direction “G1”, the outside of the bend on the first side LI in the travel direction “G2”, the inside of the bend on the second side L2 in the travel direction “G3”, and the outside of the bend on the second side L2 in the travel direction “G4”) that evaluate the distance of separation between the power supply line 11 and the coupling coil 40. As shown in Figure 9 the coupling coil 40 of the power receiving portion 4B of the comparative example is largely separated from the power supply line 11 at “G1” and “G3” that abut the inside of the bend. The distance of separation is larger than the distance of separation between the coupling coil 40 of the power receiving portion 4 of the present embodiment and the power supply line 11 shown in Figure 8 Therefore, at “G1” and “G3” that abut the inside of the bend, the power receiving portion 4 of the present embodiment can receive more power compared to the power receiving portion 4B of the comparative example.

[0055] Further, as shown in Figure 9 the coupling coil 40 of the power receiving portion 4B of the comparative example largely approaches the power supply line 11 at “G2” and “G4” that abut the outside of the bend. The distance of separation is shorter than the distance of separation between the coupling coil 40 of the power receiving portion 4 of the present embodiment and the power supply line 11 shown in Figure 8 Therefore, in the present embodiment, the possibility of interference between the coupling coil 40 and the power supply line 11 is lower compared to the comparative example. As described above, the length between the ends of the power receiving portion (4 or 4B) possessed by one travel portion (9 or 9B) in the travel direction L is longer (Db > Da: refer to Figure 5 Figure 6 ​Therefore, in the comparative example, the length (equivalent to the radius) between the end of the power receiving part 4B in the travel direction L when viewed from above (when viewed in the vertical direction Z) and the swing axis X is longer than that of the power receiving part 4 in this embodiment. Even if the radius of curvature of the power supply line 11 is the same, the relative movement of the power receiving part 4B relative to the power supply line 11 in the path width direction H is also greater.

[0056] In contrast, the power receiving part 4 in this embodiment is not arranged across the swing axis X, but is arranged to surround the axis. Therefore, the total power receiving length of the power receiving part 4 along the travel direction L is suppressed. Compared with the power receiving part 4B of the comparative example, the relative movement of the curved path 1e relative to the power supply line 11 in the path width direction H can be suppressed to a smaller amount.

[0057] Furthermore, as described above, the first support mechanism 5f includes a first outer connecting portion 51 and a first inner connecting portion 52, and the second support mechanism 5r includes a second outer connecting portion 54 and a second inner connecting portion 53. In this embodiment, as... Figure 5 As shown, compared with the dimensions of the first power receiving part 4f and the second power receiving part 4r in the path width direction H (power receiving part width "Ha"), the dimensions of the first outer connecting part 51, the first inner connecting part 52, the second inner connecting part 53, and the second outer connecting part 54 in the path width direction H (connecting part width H5) are shorter.

[0058] like Figure 5 As shown, the lengths “D5” from the first axis X1 to the first outer connecting portion 51 and from the first axis X1 to the first inner connecting portion 52 are longer than the lengths “Da / 2” of the two ends of the first receiving portion 4f in the travel direction L. Therefore, the relative movement of the first outer connecting portion 51 and the first inner connecting portion 52 relative to the power supply line 11 at the curved path 1e is larger than that of the two ends of the first receiving portion 4f in the travel direction L. Furthermore, the lengths of the first receiving portion 4f and the first support mechanism 5f are illustrated here when they are arranged with the first axis X1 as the axis of symmetry. Similarly, the relative movement of the second outer connecting portion 54 and the second inner connecting portion 53 relative to the power supply line 11 at the curved path 1e is larger than that of the two ends of the second receiving portion 4r in the travel direction L.

[0059] As described above, the connection width H5 is shorter than the width "Ha" of the receiving part. Therefore, even if the relative movement of the receiving part relative to the power supply line 11 in the path width direction H increases, the possibility of interference between the first outer connection 51, the first inner connection 52, the second outer connection 54, and the second inner connection 53 and the power supply line 11 is reduced. Furthermore, as in this embodiment, when the receiving part 4 has a first portion 41 located at the same height as the power supply line 11 and a pair of second portions 42 located on the upper and lower sides relative to the power supply line 11, even if the receiving part 4 moves relative to the power supply line 11, the second portions 42 will not interfere with the power supply line 11. Therefore, the connection width H5 can be shorter than the dimension of the first portion 41 in the path width direction H (the width of the receiving part "H41" at the first portion 41). In addition, if the distance between the connection portion (51 to 54) at the power supply line 11 and the support mechanism 5 can be sufficiently ensured, the width H5 of the connection portion can also be greater than the width "Ha" of the power receiving portion (especially the width "H41" of the power receiving portion at the first part 41).

[0060] but, Figure 3 The illustration shows a swing shaft 7 positioned below the power receiving unit 4 and connected to the transport vehicle body 10 below the power receiving unit 4. However, the swing shaft 7 can also be arranged as follows: Figure 10 to 13 As shown, the coupling coil 40 is configured to pass through it. Figure 10 This is a perspective view showing the current-receiving part 4 of the swing shaft 7 through which the coupling coil 40 is arranged. Furthermore, Figure 11 Indicates in Figure 10 A cross-sectional view (section XI-XI) along the path width direction H at the part not crossed by the central swing axis 7. Figure 12 and Figure 13 The cross-sectional view (sections XII-XII and XIII-XIII) shows the location through which the swing axis 7 passes in the path width direction H.

[0061] like Figure 11 As shown, in the portion where the swing shaft 7 does not extend through in the vertical direction Z, the magnetic core 45 is disposed within the coupling coil 40. The magnetic core 45 extends above and below the coupling coil 40 in the vertical direction Z along the path width direction H. The portion of the magnetic core 45 located within the coupling coil 40, and the coupling coil 40, correspond to the first portion 41 of the current receiving part 4. Furthermore, the portions of the magnetic core 45 extending above and below the coupling coil 40 in the vertical direction Z along the path width direction H correspond to the second portion 42 of the current receiving part 4.

[0062] like Figure 12 and Figure 13 As shown, the swing shaft 7 is rotatably supported above and below the power receiving part 4 by bearings 71 such as ball bearings and sliding bearings.Figure 12 Indicates a manner in which the swing shaft 7 is composed of a non-magnetic material. The non-magnetic material is, for example, aluminum, resin, austenitic stainless steel (e.g., SUS304), or the like. Figure 13 Indicates a manner in which the swing shaft 7 is composed of a magnetic material, and a shaft cover 75 of a non-magnetic material is provided between the coupling coil 40 and the swing shaft 7, and between the magnetic core 45 and the swing shaft 7. The magnetic material that composes the swing shaft 7 is, for example, iron, ferritic stainless steel, or the like. Further, the shaft cover 75 is composed of, for example, aluminum, resin, austenitic stainless steel, or the like.

[0063] [Other Embodiments]

[0064] Hereinafter, other embodiments will be described. Note that the structures of the embodiments described below are not limited to being applied separately, and can be applied in combination with the structures of other embodiments, as long as no contradiction arises.

[0065] (1) In the above, a manner in which the first power receiving portion 4f is configured to be able to rotate integrally with the first traveling portion 9f around the first axis X1, and the second power receiving portion 4r is configured to be able to rotate integrally with the second traveling portion 9r around the second axis X2, is exemplified. However, this is not limiting, and the first power receiving portion 4f and the second power receiving portion 4r can be fixed with respect to the vehicle body 10. For example, the first power receiving portion 4f and the second power receiving portion 4r can be fixed integrally with respect to the swing shaft 7 fixed at the vehicle body 10. Alternatively, it can be a manner in which the first power receiving portion 4f swings independently of the first traveling portion 9f and the vehicle body 10, and the second power receiving portion 4r swings independently of the second traveling portion 9r and the vehicle body 10.

[0066] (2) In the above, a manner in which the first power receiving portion 4f is disposed with the first axis X1 as a symmetry axis, and the second power receiving portion 4r is disposed with the second axis X2 as a symmetry axis, is exemplified. However, the first power receiving portion 4f can be disposed asymmetrically with respect to the first axis X1, and further, the second power receiving portion 4r can be disposed asymmetrically with respect to the second axis X2.

[0067] (3) In the above, a manner in which one pair of power supply lines 11 is disposed on both sides of the power receiving portion 4 in the path width direction H is exemplified, and as shown in Figs. 9A and 9B, the magnetic core 45 and the coupling coil 40 are disposed corresponding to the one pair of power supply lines 11 to configure the power receiving portion 4. However, the power supply lines 11 can be disposed in two pairs on both sides in the path width direction H. The two pairs of power supply lines 11 can be disposed in alignment in the up-down direction Z. In this case, as shown in Figs. 10A and 10B, the magnetic core 45 and two sets of coupling coils 40 can be disposed corresponding to the two pairs of power supply lines 11. Figure 2 Figure 14 Figure 15

[0068] ​​​SUMMARY OF EMBODIMENTS

[0069] Hereinafter, a summary of the article transport apparatus explained above will be briefly explained.

[0070] As one mode, an article transport apparatus is provided with a travel rail configured along a travel path, the travel path being provided with a straight path set in a straight line shape and a curved path formed in a curved line shape, an article transport vehicle guided by the travel rail and traveling along the travel path, and a power supply line provided along the travel path, characterized in that the article transport vehicle is provided with a vehicle main body, a first travel unit, a second travel unit, and a power reception unit that non-contactingly receives driving electric power from the power supply line, the power supply line is disposed on both sides in a path width direction orthogonal to a length direction of the travel path when viewed in an up-down direction with respect to the power reception unit, the first travel unit and the second travel unit are disposed in line along a travel direction of the article transport vehicle, the first travel unit is coupled to the vehicle main body via a first support mechanism and guided by the travel rail, the second travel unit is coupled to the vehicle main body via a second support mechanism and guided by the travel rail, the first support mechanism rotatably supports the first travel unit about a first axis center, the first axis center is disposed along the up-down direction and overlaps the first travel unit when viewed in the up-down direction, the second support mechanism rotatably supports the second travel unit about a second axis center, the second axis center is disposed along the up-down direction and overlaps the second travel unit when viewed in the up-down direction, and the power reception unit is provided with a first power reception unit disposed so as to surround the first axis center and a second power reception unit disposed so as to surround the second axis center.

[0071] The power receiving portions are configured to maintain an appropriate distance from the power feeding line in the path width direction in order to non-contact receive driving electric power from the power feeding line. If the distance is too close, the possibility of the power feeding line and the power receiving portion interfering when the vehicle travels on a curved path increases, and if the distance is too far, the efficiency of power reception decreases. According to the present structure, the first power receiving portion is configured to surround the first axis center, and the second power receiving portion is configured to surround the second axis center. Therefore, the distance between the end of the power receiving portion on one side in the travel direction and the end of the power receiving portion on the other side can be suppressed from becoming long. That is, the distance from the first axis center and the second axis center to these ends is suppressed from becoming long, so the amount of relative movement of the ends in the path width direction with respect to the power feeding line at the curved path can be suppressed to be small. As a result, the possibility of the power feeding line and the power receiving portion coming into contact due to the distance being too close, and the possibility of the power feeding line and the power receiving portion excessively separating and the efficiency of power reception greatly decreasing can be reduced. That is, according to the present structure, the power receiving portion can be configured to suppress interference between the power feeding line and the power receiving portion at a portion where the travel path is curved, and to suppress a decrease in power reception capability due to the power feeding line and the power receiving portion excessively separating.

[0072] Here, it is preferable that the first power receiving portion be configured to be able to rotate around the first axis center integrally with the first travel portion, and the second power receiving portion be configured to be able to rotate around the second axis center integrally with the second travel portion.

[0073] The first travel portion and the second travel portion swing around the first axis center or the second axis center, respectively, in correspondence with the shape of the travel path defined by the travel track of the guided vehicle. If configured as in the present structure, the behavior of the first power receiving portion and the second power receiving portion at the curved path is also the same as that of the first travel portion and the second travel portion. The power feeding line is provided along the travel track, so according to the present structure, the power receiving portion can be easily and appropriately configured in consideration of the clearance with respect to the power feeding line.

[0074] Further, it is preferable that, in the travel direction, one side from the second travel portion toward the first travel portion be set as a travel direction first side, and the opposite side be set as a travel direction second side, the first support mechanism include a first outer side link portion and a first inner side link portion, the first outer side link portion linking the first travel portion and the vehicle body on the travel direction first side with respect to the first power receiving portion, the first inner side link portion linking the first travel portion and the vehicle body on the travel direction second side with respect to the first power receiving portion, the second support mechanism include a second outer side link portion and a second inner side link portion, the second outer side link portion linking the second travel portion and the vehicle body on the travel direction second side with respect to the second power receiving portion, and the second inner side link portion linking the second travel portion and the vehicle body on the travel direction first side with respect to the second power receiving portion.

[0075] According to this structure, the first traveling portion and the truck main body can be appropriately linked on both sides in the traveling direction via the first power receiving portion. Further, the second traveling portion and the truck main body can be appropriately linked on both sides in the traveling direction via the second power receiving portion.

[0076] Here, preferably, the aforementioned first outer side linking portion, the aforementioned first inner side linking portion, the aforementioned second outer side linking portion, and the aforementioned second inner side linking portion are shorter in size in the aforementioned path width direction than the aforementioned first power receiving portion and the aforementioned second power receiving portion.

[0077] The length from the first axis to the first outer side linking portion and the length from the first axis to the first inner side linking portion are longer than the length from the first axis to both end portions of the first power receiving portion in the traveling direction. Therefore, the amount of relative movement in the path width direction with respect to the power supply wire at the curved path is larger for the first outer side linking portion and the first inner side linking portion than for both end portions of the first power receiving portion in the traveling direction. Similarly, the amount of relative movement in the path width direction with respect to the power supply wire at the curved path is larger for the second outer side linking portion and the second inner side linking portion than for both end portions of the second power receiving portion in the traveling direction. According to this structure, the first outer side linking portion, the first inner side linking portion, the second outer side linking portion, and the second inner side linking portion are shorter in size in the path width direction than the first power receiving portion and the second power receiving portion. Therefore, the possibility of interference between the first outer side linking portion, the first inner side linking portion, the second outer side linking portion, and the second inner side linking portion and the power supply wire can be reduced.

[0078] Further, preferably, the aforementioned first power receiving portion is configured with the aforementioned first axis as a symmetry axis, and the aforementioned second power receiving portion is configured with the aforementioned second axis as a symmetry axis.

[0079] According to this structure, the length of the traveling path from the end portion of the first power receiving portion to the first axis on one side in the traveling direction is the same as the length of the traveling path from the end portion of the first power receiving portion to the first axis on the other side in the traveling direction. Similarly, the length of the traveling path from the end portion of the second power receiving portion to the second axis on one side in the traveling direction is the same as the length of the traveling path from the end portion of the second power receiving portion to the second axis on the other side in the traveling direction. Therefore, the amount of relative movement in the path width direction with respect to the power supply wire at the curved path is the same for the end portion of the power receiving portion on one side in the traveling direction and the end portion of the power receiving portion on the other side in the traveling direction. Therefore, according to this structure, the power receiving portion can be more appropriately arranged with respect to the power supply wire.

[0080] Further, preferably, the interval of the power feeding wires arranged on both sides in the path width direction with respect to the aforementioned power receiving section in the path width direction is wider at the curved path than at the straight path.

[0081] According to this structure, at the straight path, the power feeding wires can be arranged at positions where the power receiving section can efficiently receive power from the power feeding wires. Further, at the curved path, the power feeding wires can be arranged so as not to interfere with the power receiving section, considering that the power receiving section relatively moves in the path width direction with respect to the power feeding wires.

[0082] Further, preferably, the aforementioned power receiving section has a first portion and a pair of second portions, the aforementioned first portion is located between the aforementioned power feeding wires and is located at the same height as the aforementioned power feeding wires, the aforementioned pair of second portions extends from the aforementioned first portion to both sides in the aforementioned path width direction and is located on both sides in the aforementioned vertical direction with respect to the aforementioned power feeding wires, and each of the aforementioned pair of second portions overlaps the aforementioned power feeding wires when viewed in the aforementioned vertical direction.

[0083] According to this structure, the power receiving section has a first portion that overlaps the power feeding wires in the path width direction and a second portion that overlaps the power feeding wires in the vertical direction. Therefore, the power receiving section can efficiently receive power from three directions of the power feeding wires.

[0084] Reference Signs Description

[0085] 1: Travel path

[0086] 1d: Straight path

[0087] 1e: Curved path

[0088] 2: Travel track

[0089] 3: Article transport vehicle

[0090] 4: Power receiving section

[0091] 4f: First power receiving section

[0092] 4r: Second power receiving section

[0093] 5: Support mechanism

[0094] 5f: First support mechanism

[0095] 5r: Second support mechanism

[0096] 9: Travel section

[0097] 9f: First travel section

[0098] 9r: Second travel section

[0099] 10: Transport vehicle body

[0100] 11: power supply line

[0101] 41: first portion

[0102] 42: second portion

[0103] 51: first outer link

[0104] 52: first inner link

[0105] 53: second inner link

[0106] 54: second outer link

[0107] 100: article transport apparatus

[0108] H: path width direction

[0109] L: advancing direction

[0110] L1: first side in advancing direction

[0111] L2: second side in advancing direction

[0112] X1: first axis

[0113] X2: second axis

[0114] Z: up-down direction

Claims

1. An article transport apparatus, the article transport apparatus comprising a travel rail, an article transport vehicle, and a power supply line, the travel rail being disposed along a travel path, the travel path comprising a straight path set in a straight line shape and a curved path formed in a curved line shape, the article transport vehicle being guided by the travel rail and traveling along the travel path, the power supply line being disposed along the travel path, characterized in that the article transport vehicle comprises a vehicle body, a first travel unit, a second travel unit, and a power reception unit that non-contactingly receives driving electric power from the power supply line, the power supply line is disposed on both sides in a path width direction that is orthogonal to a length direction of the travel path when viewed in an up-down direction, the first travel unit and the second travel unit are disposed in line along a travel direction of the article transport vehicle, the first travel unit is coupled to the vehicle body via a first support mechanism and is guided by the travel rail, the second travel unit is coupled to the vehicle body via a second support mechanism and is guided by the travel rail, the first support mechanism rotatably supports the first travel unit about a first axis, the first axis is disposed along the up-down direction and overlaps the first travel unit when viewed in the up-down direction, the second support mechanism rotatably supports the second travel unit about a second axis, the second axis is disposed along the up-down direction and overlaps the second travel unit when viewed in the up-down direction, the power reception unit comprises a first power reception unit disposed so as to surround the first axis and a second power reception unit disposed so as to surround the second axis, in the travel direction, one side of the second travel unit toward the first travel unit is set as a travel direction first side, and the opposite side thereof is set as a travel direction second side, the first support mechanism comprises a first outer side coupling portion that couples the first travel unit and the vehicle body on the travel direction first side with respect to the first power reception unit, and a first inner side coupling portion that couples the first travel unit and the vehicle body on the travel direction second side with respect to the first power reception unit, the second support mechanism comprises a second outer side coupling portion that couples the second travel unit and the vehicle body on the travel direction second side with respect to the second power reception unit, and a second inner side coupling portion that couples the second travel unit and the vehicle body on the travel direction first side with respect to the second power reception unit.

2. The article transport apparatus according to claim 1, characterized in that the first power reception unit is configured to be rotatable about the first axis integrally with the first travel unit, and the second power reception unit is configured to be rotatable about the second axis integrally with the second travel unit.

3. The article transport apparatus according to claim 1, characterized in that ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The dimensions of the first outer link portion, the first inner link portion, the second outer link portion, and the second inner link portion in the path width direction are shorter than the dimensions of the first power receiving portion and the second power receiving portion in the path width direction.

4. The article transport apparatus according to claim 2, wherein The dimensions of the first outer link portion, the first inner link portion, the second outer link portion, and the second inner link portion in the path width direction are shorter than the dimensions of the first power receiving portion and the second power receiving portion in the path width direction.

5. The article transport apparatus according to claim 1, wherein The first power receiving portion is configured with the first axis as a symmetry axis, and the second power receiving portion is configured with the second axis as a symmetry axis.

6. The article transport apparatus according to claim 1, wherein The interval of the power supply lines arranged on both sides in the path width direction with respect to the power receiving portion in the path width direction is wider at the curved path than at the straight path.

7. The article transport apparatus according to any one of claims 1 to 6, wherein The power receiving portion has a first portion and a pair of second portions, the first portion is located at the same height as the power supply lines, the pair of second portions protrude from the first portion to both sides in the path width direction, and are located on both upper and lower sides with respect to the power supply lines, Each of the pair of second portions overlaps the power supply lines when viewed in the up-down direction.

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