Trolley and handling device

Abstract

The pallet has: a pallet main body having a cargo deck on which a load is placed and wheels for traveling; a coupling portion that positions the pallet main body in the left-right direction of the pallet main body in a state in which the pallet main body enters the lower side of the pallet main body, and allows the posture of the pallet main body to change with respect to the posture of the cart while coupling the pallet main body to the cart in a manner that allows the pallet main body to be pulled; and a buffer portion provided on the front surface in the front-rear direction of the pallet main body, at least two points of which are separated in the left-right direction and abut against a reference surface provided on a target of transport when the pallet main body is moved to the target of transport by being pulled by the cart, thereby positioning the pallet main body at a predetermined position in the front-rear direction and making the pallet main body face the reference surface.

Description

Technical Field

[0001] This specification relates to a trolley capable of carrying and moving objects, and a transport device comprising the trolley. Background Technology

[0002] In recent years, to promote labor-saving in logistics and production, the application of unmanned transport vehicles (UGVs) for moving goods within logistics warehouses and production plants is being promoted. Furthermore, to handle goods exceeding their maximum load capacity and large, unstable items, UGVs are being used that tow a trolley carrying the goods while moving. Patent Document 1 discloses a technical example of such a towing type trolley and transport vehicle.

[0003] Patent Document 1 discloses a component handling device comprising: a trolley (cart) having a pallet-mounting section and wheels; and an automated guided vehicle (AGV) connected to the trolley via a connecting mechanism in a manner capable of relative movement. Furthermore, as one embodiment of the relatively movable connecting mechanism, a structure is disclosed comprising two sets of circular openings provided on the trolley and an axle provided on the AGV with an elastic member between them, the axle moving within the openings. Thus, a pallet holding multiple components can be handled and components can be appropriately managed.

[0004] Existing technical documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2019-91770 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, in the component handling device disclosed in Patent Document 1, due to changes in the direction of the automated guided vehicle (AGV) and the extension and contraction of the elastic components, the relative positional relationship between the opening and the shaft changes, potentially leading to a situation where the positional relationship or posture (or orientation) of the trolley and the AGV is inconsistent. Therefore, even if the AGV stops at its designated stopping position with a correct posture, the position or posture of the trolley may still deviate. In this case, the tray on the trolley may hinder unloading due to the deviation in position or posture.

[0008] Therefore, the problem to be solved in this specification is to provide a trolley capable of managing the position and posture at a stop with high precision, and a transport device comprising the trolley.

[0009] Technical solutions for solving the problem

[0010] This specification discloses a trolley comprising: a trolley body having a platform for carrying transported goods and wheels for travel; a connecting part that positions the trolley body in the left-right direction relative to a transport vehicle in a state where the trolley body is positioned below the trolley body, and connects the trolley body to the transport vehicle in a towing manner while allowing the trolley body to change its posture relative to the transport vehicle; and a buffer part disposed on the front of the trolley body in the front-rear direction, wherein when the trolley body is towed by the transport vehicle to a transport target, at least two points of the buffer part, which are separated in the left-right direction, abut against a reference surface disposed on the transport target, thereby positioning the trolley body at a predetermined position in the front-rear direction and making the trolley body face the reference surface.

[0011] In addition, this specification discloses a transport device that includes the aforementioned trolley and the aforementioned transport vehicle capable of accessing the underside of the trolley body.

[0012] Invention Effects

[0013] In the disclosed trolley and conveying device, the trolley body is positioned in the left-right direction relative to the connected conveyor, but its posture (or orientation) relative to the conveyor may change. Nevertheless, when the trolley is pulled by the conveyor to the conveying target, the trolley body is positioned in a predetermined position in the front-back direction and becomes oriented towards the reference plane by at least two points separated in the left-right direction of the buffer section abutting against the reference plane. Therefore, the position and posture of the trolley when it stops can be managed with high precision. Attached Figure Description

[0014] Figure 1 This is a perspective view of a transport device configured as a trolley including the embodiments, showing the state in which the transported object is placed.

[0015] Figure 2 This is a three-dimensional view of the trolley used in the implementation method.

[0016] Figure 3 This is a three-dimensional view of the transport vehicle that constitutes the transport device.

[0017] Figure 4 It is a partial perspective three-dimensional drawing showing the structure of the connecting part.

[0018] Figure 5 This is a partial 3D view showing the power receiving connector on the trolley side and the power supply connector on the transport vehicle side.

[0019] Figure 6 This is the front view of the conveying device.

[0020] Figure 7 This is a right-side view of the conveying device.

[0021] Figure 8 It is a partial three-dimensional view illustrating the buffer part, support part, elastic component and detection part that make up the positioning part.

[0022] Figure 9 This is a partial three-dimensional view showing the situation where the detection unit detects that the buffer part is in contact with the reference surface.

[0023] Figure 10 It is a three-dimensional diagram showing the state of the transport device as it travels to the transport target.

[0024] Figure 11 This is a top view that schematically illustrates the structure and function of the fixed-side communication unit and the movable-side communication unit.

[0025] Figure 12 It is a top view that schematically illustrates the function of the left front end of the buffer unit when it comes into contact with the reference surface, due to the different postures of the trolley and the transport vehicle.

[0026] Figure 13 This is a top view of the buffer section with roller components. Detailed Implementation

[0027] 1. Overview of the conveying device 1

[0028] First, refer to Figure 1 The following is a general description of the transport device 1, which includes the trolley 2 as described in the embodiment. The transport device 1 is configured to include the trolley 2 and the transport vehicle 3. Figure 1 As indicated by the arrow in the upper right corner, the front-back and left-right positions of the transport device 1, trolley 2, and transport vehicle 3 are easily determined. Trolley 2 and transport vehicle 3 are configured to be approximately symmetrical about their centerline extending in the front-back direction. Trolley 2 is connected to transport vehicle 3 via connecting part 4 (details described later). Transport vehicle 3 enters from the rear under the trolley 2, pulling the connected trolley 2 to move it, and then exits to the rear of the trolley 2.

[0029] The transport device 1 transports the transported item C between multiple transport targets. The transported item C can be exemplified by a housing with an opening at the rear. This transported item C (housing housing) becomes heavy when it contains a large number of components retracted from the opening, sometimes exceeding the maximum load capacity of the transport vehicle 3. Therefore, the transport device 1 transports the transported item C by towing a trolley 2 carrying the transported item C using the transport vehicle 3. Additionally, a housing device 8 (described later) for accommodating the transported item C can be exemplified as a transport target.

[0030] 2. Main body of the trolley 20

[0031] The trolley 2 in this embodiment consists of a trolley body 20, a connecting part 4, and a positioning part 5, etc. Figure 2As shown, the trolley body 20 consists of a platform 21, left and right side sections 22, left and right legs 23, two front wheels 24, and two rear wheels 25. Additionally, a portion of the connecting section 4, a positioning section 5, and movable communication sections (71, 72) are arranged on the platform 21 (these will be explained separately later). The platform 21 is the part for placing the transported item C. The platform 21 is roughly rectangular in shape when viewed from above and is horizontally positioned separate from the ground. The platform 21 has an unloading section 6 on its upper surface.

[0032] The unloading unit 6 unloads the transported item C from the front of the platform 21 in a front-to-back direction. The unloading unit 6 consists of a main roller 61, six drive rollers 62, guide rollers 63, a locking mechanism 64, an operation panel 66, and a drive motor (not shown). The three types of rollers are cylindrical or cylindrical components extending in the left-right direction and are supported so that they can rotate around a central axis. The guide rollers 63, three drive rollers 62, main roller 61, and three drive rollers 62 are arranged sequentially from the front to the rear of the platform 21.

[0033] The main roller 61 is driven by the forward and reverse rotation of a drive motor, rotating in both directions. Six drive rollers 62 are connected to the main roller 61 via a transmission belt (not shown), rotating synchronously in the same direction and at the same speed as the main roller 61. The guide roller 63 is not subjected to any driving force and can rotate freely. The transported object C is loaded by the forward rotation of the main roller 61 and the drive rollers 62, and unloaded by the reverse rotation. The start and stop of the drive motor and the direction of rotation are controlled by a trolley control unit (not shown).

[0034] A locking mechanism 64 is located behind the rearmost drive roller 62. The locking mechanism 64 uses a locking hook 65 to lock the loaded transport object C. The front side of the locking hook 65 is bent upwards and supported by an elastic member, allowing it to swing vertically. When loading the transport object C, the locking hook 65 temporarily descends and then rises, thereby automatically locking with a locking portion provided at the rear end of the transport object C. Alternatively, the locking hook 65 automatically engages with a locking hole provided at the bottom of the transport object C. On the other hand, just before unloading the transport object C, the locking hook 65 is driven downwards by an electromagnetic solenoid (not shown), releasing the locking of the transport object C. The electromagnetic solenoid is controlled by a trolley control unit.

[0035] As described above, the unloading operation of the unloading unit 6 is mainly performed automatically under control from the trolley control unit. On the other hand, the operation panel 66 located at the rear of the platform 21 is used for manual operation of a part of the unloading unit 6. For example, the operation panel 66 is used for error cancellation in case the unloading unit 6 stops erroneously, and for emergency stop operation of the unloading unit 6. In order for the unloading unit 6 to perform a stable unloading operation, it is important that the trolley 2 stops accurately at the stop position set for each transport target and is directly facing the transport target.

[0036] The left and right side panels 22 are arranged to extend downward from the left and right edges of the platform 21. A space for the transport vehicle 3 to enter is defined between the left and right side panels 22 on the lower side of the platform 21. Left and right legs 23 extending in the front-rear direction are provided on the lower side of each side panel 22. Front wheels 24 for driving are provided on the lower front side of the legs 23, and rear wheels 25 for driving are provided on the lower rear side of the legs 23. A total of four front wheels 24 and rear wheels 25 are omnidirectional wheels with variable driving direction. In addition, stoppers 26 are attached to the two rear wheels 25.

[0037] The loading dock 21 also has a power connector 27. For example... Figure 5 As shown, the power receiving connector 27 is located on the rear right side of the upper surface of the base plate 45 of the platform 21. The power receiving connector 27 is connected to the power supply connector 37 on the side of the transport vehicle 3. The power supply connector 37 is connected to the battery (not shown) built into the transport vehicle 3 using a power cable 38. Therefore, the power receiving connector 27 can engage with the power supply connector 37 to receive power from the battery on the side of the transport vehicle 3 to drive the unloading unit 6, the trolley control unit, and the solenoid. As a result, the trolley 2 does not require a battery, achieving weight reduction.

[0038] 3. Transport vehicle 3

[0039] like Figure 3 As shown, the transport vehicle 3 consists of a vehicle body 31, two drive wheels 32, two front wheels 34, two rear wheels 35, an operation panel 36, the aforementioned power connector 37, a detection unit 39, and a drive motor (not shown). Additionally, the transport vehicle 3 includes the remaining portion of the connecting part 4 (which will be explained later). The vehicle body 31 is a rectangular parallelepiped shape that is generally longer in the longitudinal direction, and is formed with rounded corners when viewed from above. The vehicle body 31 is horizontally positioned, slightly detached from the ground.

[0040] The two drive wheels 32 are arranged in a left-right configuration at the midpoint of the front-rear direction on the lower side of the vehicle body 31 (see reference). Figure 6 , Figure 7The drive wheels 32 are driven by the forward and reverse rotation of the travel motors. The two drive wheels 32 can rotate at different speeds and in different directions. Therefore, the transport vehicle 3 can move forward, backward, and change direction freely. The starting, stopping, and rotation direction control of the travel motors, as well as the adjustment of the driving force output by the travel motors, are performed by the transport vehicle control unit (not shown in the diagram). Of course, as the driving force increases or decreases, the rotational speed of the drive wheels 32 and the travel speed of the transport vehicle 3 change.

[0041] Two front wheels 34 are arranged separately to the left and right at a forward position on the lower side of the vehicle body 31. Two rear wheels 35 are arranged separately to the left and right at a rearward position on the lower side of the vehicle body 31. The total of four front wheels 34 and rear wheels 35 are omnidirectional wheels capable of changing direction. The front wheels 34 and rear wheels 35 rotate passively in response to the rotation of the two drive wheels 32. Figure 6 As shown, the distance between the left and right wheels, i.e., the tire tread width, is the largest at the drive wheel 32, the smallest at the front wheel 34, and the middle value at the rear wheel 35. By maximizing the tire tread width of the drive wheel 32, good steering performance of the transport vehicle 3 can be ensured.

[0042] The detection unit 39 is arranged in a pair, one in front and one in back, on the lower side of the center line of the vehicle body 31, at a position closer to the front and rear (see reference). Figure 6 The detection unit 39 detects the path indicator strip 3A located on the ground (refer to...). Figure 10 The detection unit 39 outputs the detection results to the transport vehicle control unit. The path indication strip 3A indicates the travel path of the transport vehicle 3. The transport vehicle control unit controls the transport vehicle 3 to travel along the path indication strip 3A. The path indication strip 3A can be a magnetic or optical strip. The strip detection unit 39 uses a detection method corresponding to the indication method of the path indication strip 3A.

[0043] Furthermore, the detection unit 39 can detect the branch point 3B of the travel path represented by the path representation band 3A. The travel path of the transport vehicle 3 after passing the branch point 3B is selected by the transport vehicle control unit. The transport vehicle control unit uses the detection result of the path representation band 3A based on the detection unit 39 and the control quantity of the drive wheels 32 to calculate and estimate the current position, posture (orientation), and travel speed of the transport vehicle 3, and controls the subsequent travel of the transport vehicle 3 based on them.

[0044] As described above, the movement of the transport vehicle 3 is primarily controlled automatically by the transport vehicle control unit. On the other hand, the operation panel 36, located at the rear of the upper surface of the vehicle body 31, is used for manual operation of a portion of the transport vehicle 3. For example, the operation panel 36 is used for error cancellation in case of erroneous stopping of the transport vehicle 3 and for emergency stop operation of the transport vehicle 3.

[0045] 4. Connecting part 4

[0046] like Figure 4 As shown, the connecting part 4 is disposed between the bottom plate 45 of the lower part of the platform 21 and the upper surface of the transport vehicle 3. The connecting part 4 connects the trolley body 20 to the transport vehicle 3 in a towing manner when it is positioned under the trolley body 20. The connecting part 4 consists of three connecting pins provided on the upper surface of the transport vehicle 3, a front locking member 46 provided on the bottom plate 45 of the platform 21, and a pair of left and right switching mechanisms 4A. In addition, in Figure 4 In the middle, the transparent base plate is 45 degrees.

[0047] like Figure 3 and Figure 4 As shown, a front connecting pin 41 is erected at the front position, near the center of the upper surface of the transport vehicle 3 in the left-right direction. The front connecting pin 41 is formed by embedding a cylindrical polyurethane rubber into the outer periphery of a metallic round bar. Additionally, a pair of rear connecting pins 42 are erected at the right rear and left rear positions of the upper surface of the transport vehicle 3. The rear connecting pins 42 are formed of the same material and have the same shape as the front connecting pins 41. The rear connecting pins 42 are mounted on the upper surface of the transport vehicle 3 via spacers 43 and are positioned higher than the front connecting pins 41.

[0048] On the other hand, the front and rear edges of the base plate 45 of the platform 21 are bent downwards. A front locking member 46 is provided at the front position of the center in the left-right direction on the lower surface of the base plate 45. The front locking member 46 is formed in a crank shape when viewed from above and has a receiving portion that opens to the rear. The receiving portion of the front locking member 46 has a conical inner wall surface that has a narrowest part at approximately the middle height and expands vertically. The opening width of the narrowest part of the front locking member 46 is set to be approximately equal to, or to allow for negative tolerance, the diameter of the front connecting pin 41.

[0049] When the transport vehicle 3 enters the underside of the trolley body 20, the front connecting pin 41 enters from the rear into the receiving portion of the front locking member 46. The front connecting pin 41 is in contact with the narrowest part of the front locking member 46, and almost does not contact the inner wall surface other than the narrowest part. In addition, when the front connecting pin 41 is in contact with the narrowest part, slight deformation of the polyurethane rubber on the outer periphery is allowed. As a result, the receiving portion of the front locking member 46 locks the front connecting pin 41 and does not allow movement in the left and right directions. Therefore, the position of the trolley body 20 relative to the transport vehicle 3 in the left and right directions is fixed. On the other hand, the receiving portion of the front locking member 46 allows the front connecting pin 41 to tilt in the left and right directions and in the front and back directions. Therefore, the relative tilting of the trolley body 20 relative to the transport vehicle 3 in the left and right directions and in the front and back directions is allowed, so that even if the ground is uneven, the transport vehicle 3 and the trolley 2 can move smoothly. In addition, the front connecting pin 41 can move relative to the front in the front direction within the receiving part of the front locking member 46.

[0050] Furthermore, a pair of rod-shaped or plate-shaped guide members 47 are provided on the lower side of the base plate 45. The pair of guide members 47 are arranged at an angle so as to gradually approach the receiving part of the front locking member 46 as the platform 21 moves from the rear to the front. When the center lines of the guide members 47 are misaligned when the transport vehicle 3 enters the lower side of the trolley body 20, the guide members 47 guide the front connecting pin 41 to the receiving part of the front locking member 46.

[0051] Furthermore, the rear edge of the base plate 45 is composed of a crank edge portion 48, which is formed by cutting off a portion of its central part in a crank shape, and left and right rear edge portions 49, which are not cut off. A switching mechanism 4A is provided on each of the left and right rear edge portions 49. The pair of left and right switching mechanisms 4A are each composed of a mechanism body 4B, a rear locking component 4C, and an operating knob 4D.

[0052] The main body 4B is fixed to the rear edge 49. The rear locking member 4C is a plate-shaped component that is bent in a mountain-like shape. The rear locking member 4C can slide in the left and right direction (see reference). Figure 4 Arrow A1) is supported on the main body 4B of the mechanism. In other words, the rear locking member 4C is supported so that it can move between a locking position protruding from the main body 4B towards the centerline and a non-locking position housed within the main body 4B. In the initial state of the switching mechanism 4A, the rear locking member 4C is in the non-locking position. An operating knob 4D is provided on the main body 4B of the mechanism. By rotating the operating knob 4D, the rear locking member 4C moves between the non-locking position and the locking position.

[0053] When the rear locking component 4C is in the non-locking position, it allows the rear connecting pin 42 to pass through in the front-rear direction, allowing the transport vehicle 3 to enter and exit under the trolley body 20. Figure 4 As shown, when the transport vehicle 3 enters the lower side of the trolley body 20 and the front connecting pin 41 is locked in the front locking member 46, the left and right pair of rear connecting pins 42 enter the crank-shaped interior of the crank flange 48 and protrude above the crank flange 48.

[0054] Here, by rotating the operating knob 4D, the rear locking component 4C slides from the non-locking position to the locking position, and is located behind the rear connecting pin 42. When the rear locking component 4C is in the locking position, it prevents the rear connecting pin 42 from passing backward, and does not allow the transport trolley 3 to exit from the underside of the trolley body 20.

[0055] In this state, a gap equivalent to the clearance size in the front-rear direction is created between the rear connecting pin 42 and the crank flange 48, and between the rear connecting pin 42 and the rear locking member 4C. That is, the crank flange 48 and the rear locking member 4C lock the rear connecting pin in a manner that allows relative movement in the front-rear direction within a predetermined clearance size. Therefore, both the front connecting pin 41 and the rear connecting pin 42 can move relative to each other in the front-rear direction. Consequently, the position of the trolley body 20 relative to the transport vehicle 3 in the front-rear direction is not fixed.

[0056] On the other hand, a gap equivalent to the clearance size in the left-right direction is created between the rear connecting pin 42 and the crank flange 48. That is, the crank flange 48 functions as a locking component that engages the rear connecting pin 42 in a manner that allows relative movement within the clearance size in the left-right direction. Therefore, the trolley body 20 can rotate left and right with the front connecting pin 41 as its rotation center. In other words, the trolley body 20 allows for changes in posture relative to the transport vehicle 3.

[0057] Then, the power receiving connector 27 and the power supply connector 37 are engaged, completing the connection process between the trolley 2 and the transport vehicle 3. When the transport vehicle 3 is pulling the trolley 2 forward, the front connecting pin 41 pushes the front locking component 46. When the transport vehicle 3 is pulling the trolley 2 backward, the rear connecting pin 42 pushes the rear locking component 4C. During the forward, backward, and directional changes of the transport vehicle 3, the position and posture of the trolley 2 relative to the transport vehicle 3 in the front-rear direction may change at any time.

[0058] Furthermore, even if the front connecting pin 41 is displaced by a predetermined amount in the vertical direction relative to the front locking member 46, the front locking member 46 continues to lock the front connecting pin 41. Similarly, even if the rear connecting pin 42 is displaced by a predetermined amount in the vertical direction relative to the crank flange 48 and the rear locking member 4C, the crank flange 48 and the rear locking member 4C continue to lock the rear connecting pin 42. The dimensions and shapes of the front connecting pin 41, the rear connecting pin 42, and other components are designed to achieve the above-described functions.

[0059] Therefore, the connecting part 4 allows for changes in the vertical orientation of the trolley body 20 relative to the transport vehicle 3. In other words, it allows the trolley body 20 to move vertically relative to the transport vehicle 3. Furthermore, when the transport vehicle 3 is in a horizontal position, the trolley body 20 is allowed to tilt in the forward / backward or left / right directions; conversely, the transport vehicle 3 is allowed to tilt while the trolley body 20 is in a horizontal position. Therefore, even if there are undulations or steps on the ground, the transport vehicle 3 can continue to move while pulling the trolley 2.

[0060] 5. Positioning Unit 5

[0061] like Figure 8 As shown, the positioning part 5 is located at the front of the platform 21 of the trolley body 20. The positioning part 5 is the part that aligns the trolley body 20 with the reference plane set on the transport target. The positioning part 5 is composed of a buffer part 51, a support part 53, an elastic member 55, and a detection part 56.

[0062] The buffer section 51 is located on the front of the platform 21 in the front-rear direction and extends in the left-right direction (see reference). Figure 2 , 6 7). The buffer portion 51 is formed into a horizontally arranged, straight rod shape, for example, using a metal with high mechanical strength or a hard resin. Rounded corners, similar to chamfers, are formed at both ends of the front surface of the buffer portion 51.

[0063] The buffer section 51 is located slightly rearward from the front end of the platform 21. Nevertheless, the buffer section 51 abuts against a reference surface provided on the transport target before the platform 21 collides with it. At this time, the buffer section 51 can abut against the reference surface at at least two points separated in the left-right direction. The buffer section 51 has a pair of left and right support rods 52 extending rearward from symmetrical positions on its rear surface, on the left and right sides. For example, round bars made of metal, hard resin, or the like can be used as the support rods 52.

[0064] On the other hand, a pair of left and right support parts 53 are provided on the front of the loading platform 21 of the trolley body 20 (see reference). Figure 8The support portion 53 has a support hole extending in the front-rear direction, through which the support rod 52 is supported so that it can move in the front-rear direction. In other words, the support portion 53 supports the buffer portion 51 so that it can move parallel to the trolley body 20 in the front-rear direction. The support rod 52 has a baffle 54 on its rear side after passing through the support portion 53. The baffle 54 is formed to be larger than the outer diameter of the support hole to prevent the support rod 52 from dislodging from the support portion 53 to the front side.

[0065] An elastic member 55 is disposed between the buffer portion 51 and the support portion 53, surrounding the outer peripheral surface of the support rod 52. The elastic member 55 is a cylindrical helical spring. The elastic member 55 has elasticity that extends and retracts in the front-rear direction and is assembled in a compressed state. That is, the elastic member 55 applies force to the buffer portion 51 relative to the trolley body 20 in a forward direction. Thus, the baffle 54 is maintained in contact with the support portion 53 under normal conditions. The elastic member 55 is further compressed when the buffer portion 51 contacts the reference surface, thus acting as a buffer to mitigate impact.

[0066] The detection unit 56 detects the contact between the buffer unit 51 and the reference surface. The detection unit 56 comprises a sensor clamp 57 and a light-blocking detection sensor 58. The sensor clamp 57 is formed from a bent sheet metal and is mounted on the rear surface of the baffle 54. The sensor clamp 57 extends upward from the rear surface of the baffle 54 and then bends forward. The light-blocking detection sensor 58 is located on the upper side of the support unit 53. The light-blocking detection sensor 58 has a light-projecting part and a light-receiving part separated in the vertical direction, and detects whether the detection light projected in the vertical direction is blocked.

[0067] like Figure 8 As shown, when the baffle 54 is normally in contact with the support 53, the sensor clamp 57 enters between the light-emitting part and the light-receiving part of the light-blocking detection sensor 58. Therefore, the light-blocking detection sensor 58 detects a light-blocking state. In this embodiment, the light-blocking state detected by the light-blocking detection sensor 58 indicates that the buffer part 51 is not in contact with the reference surface.

[0068] On the other hand, when the trolley 2 is pulled and the buffer part 51 comes into contact with the reference surface, a driving force is applied to the trolley 2 from the transport vehicle 3. Through this driving force, the buffer part 51 is pressed against the reference surface, and the elastic member 55 is compressed. Thus, as... Figure 9 As shown, the buffer section 51, support rod 52, baffle 54, and sensor clamp 57 retract relative to the trolley body 20. At this time, the sensor clamp 57 disengages from the light-projecting and light-receiving portions of the light-blocking detection sensor 58. Therefore, the light-blocking detection sensor 58 detects a light-receiving state. In this embodiment, the light-receiving state detected by the light-blocking detection sensor 58 indicates that the buffer section 51 is in contact with the reference surface.

[0069] The shading detection sensor 58 outputs the detection result to the trolley control unit. Therefore, the trolley control unit can identify the state of the buffer section 51 contacting the reference surface. Furthermore, as described above, the trolley 2 has two sets of support sections 53 and elastic members 55 arranged symmetrically in the left-right direction of the buffer section 51. This facilitates smoother backward movement of the buffer section 51 relative to the trolley body 20. Additionally, the detection sections 56 are preferably arranged in a pair to correspond to the asymmetrical left-right movement of the buffer section 51, but can also be simplified to be located on only one side.

[0070] 6. Containment device 8, etc.

[0071] Next, refer to Figure 10 and Figure 11 The following describes a housing device 8 as an example of a transport target. The housing device 8 is a generally rectangular parallelepiped-shaped device capable of accommodating two transported objects C. The housing device 8 includes: a first housing position 81, a second housing position 82, a reference surface 84, a first fixed-side communication unit 85, and a second fixed-side communication unit 86. Figure 10 and Figure 11 In this configuration, the trolley 2 and the transport vehicle 3 are positioned behind the second receiving position 82 and directly opposite the reference plane 84. Furthermore, "directly opposite" means that the centerlines of the trolley 2 and the transport vehicle 3 are precisely orthogonal to the reference plane 84.

[0072] The first receiving position 81 corresponds to a cuboid-shaped receiving space located on the upper left side of the receiving device 8 and opening to the rear. The second receiving position 82 corresponds to a cuboid-shaped receiving space located on the upper right side of the receiving device 8 and opening to the rear. Roller conveyors 83 are respectively provided on the lower side inside the first receiving position 81 and the second receiving position 82. The roller conveyors 83 are positioned at approximately the same height as the unloading section 6 on the side of the trolley 2. The roller conveyors 83 are driven by a drive motor (not shown) controlled by the receiving control unit (not shown). The roller conveyors 83 operate in coordination with the unloading section 6 to unload the transported object C.

[0073] The reference surface 84 is located on the lower side, rearward of the rear ends of the first receiving position 81 and the second receiving position 82. The reference surface 84 is vertically erected, including the buffer portion 51 on the side of the trolley 2, and extends considerably in the left-right direction. By positioning the reference surface 84 rearward of the first receiving position 81 and the second receiving position 82, the buffer portion 51 abuts against the reference surface 84 before the platform 21 of the trolley 2 reaches the first receiving position 81 and the second receiving position 82. This ensures the proper positional relationship between the receiving device 8 and the trolley 2.

[0074] Alternatively, the reference surface 84 can be inclined, and the front surface of the buffer part 51 can also be inclined. When the buffer part 51 comes into contact with the reference surface 84, a downward reaction force is generated from the reference surface 84 on the buffer part 51. As a result, when the trolley 2 moves forward and the buffer part 51 comes into contact with the reference surface 84, the trolley 2 is less likely to move backward.

[0075] The first fixed-side communication unit 85 is positioned rearward near the left end of the lower side of the reference plane 84 (see reference). Figure 10 , 11 The first fixed-side communication unit 85 is disposed below the first receiving position 81. The second fixed-side communication unit 86 is disposed rearward near the right end of the lower side of the reference plane 84 (see reference). Figure 11 The second fixed-side communication unit 86 is disposed below the second receiving position 82. The first fixed-side communication unit 85 and the second fixed-side communication unit 86 are controlled by the receiving control unit. In addition, a structure (not shown) near the center of the lower side of the reference plane 84 becomes an obstacle, making it impossible to install the fixed-side communication unit.

[0076] On the other hand, such as Figure 6 As shown, a first movable-side communication unit 71 and a second movable-side communication unit 72 are provided on the trolley body 20 (platform 21). The first movable-side communication unit 71 is positioned forward on the left side of the front surface of the trolley body 20, lower than the buffer section 51. The second movable-side communication unit 72 is positioned forward on the right side of the front surface of the trolley body 20, lower than the buffer section 51. The first movable-side communication unit 71 and the second movable-side communication unit 72 are controlled by the trolley control unit.

[0077] like Figure 10 and Figure 11 As shown, when the trolley 2 is located behind the second receiving position 82, the second fixed-side communication unit 86 and the second movable-side communication unit 72 face each other. Therefore, the second fixed-side communication unit 86 and the second movable-side communication unit 72 can transmit and receive optical signals propagating in a direction orthogonal to the reference plane 84. Thus, the second movable-side communication unit 72 and the trolley control unit can confirm that the trolley 2 is located behind the second receiving position 82. On the other hand, the second fixed-side communication unit 86 and the receiving control unit can confirm that the trolley 2 has reached the rear of the second receiving position 82. Furthermore, at this time, the first fixed-side communication unit 85 and the first movable-side communication unit 71 do not have a direct communication target.

[0078] Furthermore, when the trolley 2 is located behind the first receiving position 81, the first fixed-side communication unit 85 and the first movable-side communication unit 71 are directly opposite each other. Therefore, the first fixed-side communication unit 85 and the first movable-side communication unit 71 can transmit and receive optical signals propagating in a direction orthogonal to the reference plane 84. As a result, the first movable-side communication unit 71 and the trolley control unit can confirm that the trolley 2 is located behind the first receiving position 81. On the other hand, the first fixed-side communication unit 85 and the receiving control unit can confirm that the trolley 2 has reached the rear of the first receiving position 81. At this time, the second fixed-side communication unit 86 and the second movable-side communication unit 72 do not have a directly opposite communication target.

[0079] By using optical signal confirmation, the receiving control unit and the trolley control unit can accurately and quickly confirm the arrival position and arrival time of the trolley 2. Therefore, the receiving control unit can ensure that the side where the trolley 2 of the two sets of roller conveyors 83 has arrived operates without error. Furthermore, through the coordinated control of the receiving control unit and the trolley control unit, the roller conveyors 83 and the unloading unit 6 operate in coordination, thus enabling efficient unloading of the transported material C.

[0080] Assuming there are no structures that would become obstacles, such as Figure 11 If the second fixed-side communication unit 86 can be positioned near the center of the lower side of the reference plane 84 as shown by the dashed line, the second movable-side communication unit 72 can be omitted. In this configuration, if the first fixed-side communication unit 85 can communicate with the first movable-side communication unit 71, it can be confirmed that the trolley 2 is located behind the first receiving position 81; if the second fixed-side communication unit 86 can communicate with the first movable-side communication unit 71, it can be confirmed that the trolley 2 is located behind the second receiving position 82.

[0081] 7. Operation and function of conveying device 1 and trolley 2

[0082] Next, taking the case where the trolley 2 moves to the receiving device 8 and stops as an example, the operation and function of the transport device 1 and the trolley 2 will be explained. In this case, the transport vehicle 3 pulls the trolley 2 connected by the connecting part 4 while traveling along the path marking strip 3A, approaching from a direction directly opposite the reference plane 84 of the receiving device 8. At this point, the left-right position of the trolley 2 is determined and does not change thereafter.

[0083] Furthermore, after approaching the reference surface 84, the transport vehicle 3 maintains a constant driving force, bringing the buffer section 51 into contact with the reference surface 84 at a constant speed. This constant speed can be the normal travel speed of the transport vehicle 3, or a lower speed. When the buffer section 51 contacts the reference surface 84, the trolley 2 is not always in the same posture (or orientation) as the transport vehicle 3; in other words, the trolley 2 is not limited to being directly opposite the reference surface 84.

[0084] For example, in Figure 12 In the example shown, the trolley 2 is tilted to the right relative to the transport vehicle 3, and the left side of the trolley 2 extends forward. Here, as... Figure 12 As shown by the arrow in the upper right corner, the rightward direction of the transport vehicle 3 is defined as the X-axis direction, and the forward direction as the Y-axis direction. In this case, the reference plane 84 extends parallel to the X-axis. Additionally, in Figure 12 In order to make it easier to observe the automatic correction effect of the trolley 2's posture, the tilt of the trolley 2's posture is exaggerated.

[0085] As shown in the figure, when the trolley 2 is tilted to the right relative to the transport vehicle 3, the left front end 59 of the buffer section 51 first comes into contact with the reference surface 84. At this time, the driving force F1 of the front connecting pin 41 of the transport vehicle 3, which pushes the front locking member 46 of the trolley 2, acts on the buffer section 51 from the trolley body 20 via the elastic member 55. This driving force F1 can be considered as a component force F2 in the diagonally left front direction toward the left front end 59 and a component force F3 in the diagonally right front direction. Moreover, the component force F2 can be considered as a component force F2Y in the Y-axis direction and a component force F2X in the negative X-axis direction.

[0086] The component force F2Y is balanced and canceled out by the reaction force from the reference surface 84. Through the action of the component force F2X, the left front end 59 of the buffer section 51 moves to the left while sliding contacting the reference surface 84. On the other hand, the X-axis component of the component force F3 is balanced and canceled out by the ground friction resistance of the front wheel 24 and the rear wheel 25. Furthermore, through the action of the Y-axis component of the component force F3, the trolley 2 is driven in the Y-axis direction. Therefore, while the left front end 59 of the buffer section 51 moves to the left, the trolley 2 does not move in the X-axis direction (left-right direction) but moves forward in the Y-axis direction.

[0087] Therefore, the trolley 2 rotates with the front connecting pin 41 as the center of rotation, and its posture is towards... Figure 12 The counter-clockwise direction gradually changes, automatically correcting to a position parallel to the transport vehicle 3. As a result, the trolley 2 is positioned parallel to the transport vehicle 3, with its entire front surface, including the left and right front ends of the buffer section 51, abutting against the reference surface 84. In other words, the trolley 2, through at least two points of contact between the buffer section 51 and the reference surface 84 in the left-right direction, is able to make the trolley body 20 face the reference surface 84. Therefore, the trolley 2 is aligned with the reference surface 84.

[0088] Furthermore, as the trolley 2 moves forward, the elastic member 55 is compressed. Finally, when the driving force F1 from the transport vehicle 3 is balanced with the reaction force generated by the compression of the elastic member 55, the trolley 2 and the transport vehicle 3 stop at a predetermined position. This stopping state is detected by the light-blocking detection sensor 58 of the detection unit 56 and identified by the trolley control unit.

[0089] Here, the driving force F1 is kept constant at each stop, so the buffer 51 is pressed against the reference surface 84 by the elastic member 55 with a predetermined pressing force. As a result, the compression of the elastic member 55 is constant, and the stopping position of the trolley 2 in the forward and backward direction is stabilized. As explained above, the trolley 2 can be aligned with the reference surface 84, thereby stabilizing the stopping position of the trolley 2.

[0090] Furthermore, if the driving force F1 is set to a larger constant value, the predetermined stopping position of the trolley 2 will be close to the reference surface 84; if the driving force F1 is set to a smaller constant value, the predetermined stopping position will be far from the reference surface 84. Additionally, the magnitude of the impact when the buffer section 51 comes into contact with the reference surface 84 varies depending on the driving force F1. Therefore, the magnitude of the driving force F1 is set to an appropriate constant value based on the type and shape of the transported object, the impact resistance of the transported object C, and other factors.

[0091] In the embodiment of the trolley 2 and the transport device 1, the trolley body 20 is positioned in the left-right direction relative to the connected transport vehicle 3, but its posture (or orientation) relative to the transport vehicle 3 may change. Nevertheless, when the trolley 2 is pulled by the transport vehicle 3 to the receiving device 8, the two trolley bodies 20 are positioned in a predetermined position in the front-back direction by the at least two points of the buffer 51 that are separated in the left-right direction abutting against the reference plane 84, and are in a posture facing the reference plane 84. Therefore, the position and posture of the trolley 2 when it stops can be managed with high precision.

[0092] 8. Buffer section 5A in the application example

[0093] Next, refer to Figure 13 The buffer section 5A corresponding to the application example will be described. The size of the buffer section 5A in the application example is the same as that of the buffer section 51 in the embodiment, except that it has two roller components 5B. The roller components 5B are respectively disposed at the left front end position and the right front end position of the buffer section 5A.

[0094] The roller component 5B is formed in a cylindrical or cylindrical shape centered on the vertical axis 5C. Furthermore, the roller component 5B is mounted on the buffer section 5A in a manner that allows it to rotate freely around the vertical axis 5C. A portion of the roller component 5B protrudes forward from the outer surfaces of the left and right front ends of the buffer section 5A, and can abut against the reference surface 84.

[0095] In the application example, the same usage is generated. Figure 12This explains the automatic posture correction function of the trolley 2. Furthermore, when the buffer section 5A moves in the left-right direction along the reference surface 84, the roller component 5B contacts the reference surface 84. Therefore, during the left-right movement of the buffer section 5A, since the rolling friction resistance is smaller than the sliding friction resistance, smooth movement is possible. As a result, the automatic posture correction function of the trolley 2 is more reliable.

[0096] 9. Positioning part of the modified example

[0097] In the modified positioning section, a buffer section 51 or a buffer section 5A is used to directly fix the rear end of the support rod 52 to the trolley body 20. With this modification, the support section 53, baffle 54, elastic member 55, and detection section 56 are omitted. In this modified example, the elastic member 55 is omitted, thus addressing concerns about positional shifts and posture changes in the trolley 2 caused by the impact when the buffer section 51 contacts the reference surface 84.

[0098] Specifically, when the transport vehicle 3 moves the trolley 2 to the receiving device 8, it approaches while decelerating from the direction directly opposite the reference surface 84, and brings the buffer parts (51, 5A) into contact with the reference surface 84 at a speed lower than the normal travel speed. This reduces the aforementioned impact and eliminates the aforementioned concerns.

[0099] In the variant example, the same method is used. Figure 12 This describes the automatic correction function of the carriage 2's posture. Furthermore, since the compression of the omitted elastic component 55 is not considered, the transport carriage 3 can operate at a low speed each time it stops, and does not need to be set to a constant speed. Nevertheless, since the carriage 2 stops with at least two points separated in the left-right direction of the buffer section (51, 5A) abutting against the reference surface 84, the stopping position and stopping posture of the carriage 2 are stabilized.

[0100] 10. Variations and applications of the implementation methods

[0101] Furthermore, the buffer portions (51, 5A) are not limited to the straight rod shape described in the embodiment. For example, the buffer portion may be a curved shape with the left and right front ends protruding forward and the central portion concave backward, or it may be a separate type with the left and right ends separated. In addition, the structure of the positioning portion 5 including the buffer portions (51, 5A) can be applied to a trolley connected to the rear and front sides of the transport vehicle 3.

[0102] Furthermore, the front connecting pin 41 and the rear connecting pin 42 constituting the connecting part 4 can be provided on the trolley 2 side, and the front locking member 46 and the switching mechanism 4A can be provided on the transport vehicle 3 side. Additionally, the travel path of the transport vehicle 3 can be determined by components other than the path indication band 3A. Furthermore, the first movable side communication unit 71 and the second movable side communication unit 72 can be provided on the transport vehicle 3 instead of the trolley 2. Various modifications and applications are possible with this embodiment.

[0103] Explanation of reference numerals in the attached figures

[0104] 1: Handling device 2: Trolley 20: Trolley body 21: Platform 24: Front wheel 25: Rear wheel 27: Power connector 3: Handling vehicle 31: Vehicle body 32: Drive wheel 37: Power connector 4: Connecting part 41: Front connecting pin 42: Rear connecting pin 45: Base plate 46: Front locking part 48: Crank flange 4A: Switching mechanism 4C: Rear locking part 5: Positioning part 51: Buffer part 53: Support part 55: Elastic part 56: Detection part 57: Sensor clamp 58: Light blocking detection sensor 5A: Buffer part 5B: Roller part 6: Unloading part 71: First movable side communication part 72: Second movable side communication part 8: Receiving device 84: Reference plane 85: First fixed side communication part 86: Second fixed side communication part C: Transported object.

Claims

1. A trolley, comprising: The main body of the trolley has a platform for carrying and transporting goods and wheels for driving. The connecting part positions the trolley body in the left-right direction relative to the transport vehicle when it is positioned under the trolley body, and connects the trolley body to the transport vehicle in a towing-capable manner while allowing for changes in the posture of the trolley body relative to the transport vehicle; and A buffer section is disposed on the front side of the trolley body in the front-rear direction. When the trolley body is moved to the transport target by the transport vehicle, at least two points of the buffer section, separated in the left-right direction, abut against a reference surface disposed on the transport target. This positions the trolley body at a predetermined position in the front-rear direction, ensuring that the trolley body faces the reference surface. The loading platform includes: an unloading section for unloading the transported item from the front in a front-to-back direction; and a power receiving connector that engages with the power supply connector of the transport vehicle to receive power to drive the unloading section. The connecting part connects the trolley body to the transport vehicle, so that the rear part of the trolley body can rotate left and right with the front side of the trolley as the rotation center.

2. The trolley according to claim 1, wherein, The trolley has the following features: The support portion supports the buffer portion in a manner that allows it to move parallel to the trolley body in the longitudinal direction; and The elastic component applies force to the buffer section forward relative to the trolley body.

3. The trolley according to claim 2, wherein, The trolley has multiple sets of support sections and elastic components arranged symmetrically in the left-right direction of the buffer section.

4. The trolley according to claim 2, wherein, When the transport vehicle pulls the trolley body to move to the transport target, the buffer part is pressed against the reference surface by the elastic member with a predetermined pressing force.

5. The trolley according to claim 3, wherein, When the transport vehicle pulls the trolley body to move to the transport target, the buffer part is pressed against the reference surface by the elastic member with a predetermined pressing force.

6. The trolley according to any one of claims 1 to 5, wherein, The trolley is equipped with a detection unit for detecting the contact between the buffer section and the reference surface.

7. The trolley according to any one of claims 1 to 5, wherein, The buffer section has a self-rotating roller component that can abut against the reference surface.

8. The trolley according to any one of claims 1 to 5, wherein, The connecting part has: A connecting pin is vertically disposed on one of the lower surface of the trolley body and the upper surface of the transport vehicle; and A locking component, disposed on the other of the lower surface of the trolley body and the upper surface of the transport vehicle, locks the connecting pin in at least one of the left-right and front-back directions in a manner that allows relative movement within a predetermined clearance dimension. The connecting part allows for changes in the horizontal orientation of the trolley body relative to the transport vehicle.

9. The trolley according to claim 8, wherein, The trolley has a switching mechanism that switches the locking component to a locking position and a non-locking position. When the locking component is in the locking position, the transport vehicle is not allowed to exit from the underside of the trolley body; when the locking component is in the non-locking position, the transport vehicle is allowed to exit from the underside of the trolley body.

10. The trolley according to any one of claims 1 to 5, wherein, The connecting part allows for changes in the vertical orientation of the trolley body relative to the transport vehicle.

11. The trolley according to any one of claims 1 to 5, wherein, The trolley has a movable side communication unit, which is disposed on the main body of the trolley and communicates with the fixed side communication unit disposed on the transport target.

12. The trolley according to claim 11, wherein, The transport target has multiple receiving positions for receiving the transported item and multiple fixed-side communication units provided corresponding to each of the receiving positions. The movable side communication unit can communicate with any of the fixed side communication units, thereby confirming the receiving position facing the trolley body.

13. The trolley according to claim 11 or 12, wherein, The movable-side communication unit and the fixed-side communication unit transmit and receive optical signals propagating in a direction intersecting the reference plane.

14. A conveying device, comprising: The trolley according to any one of claims 1 to 13; and The transport vehicle is capable of accessing the underside of the main body of the trolley.

15. The conveying device according to claim 14, wherein, When the transport vehicle pulls the trolley to move it to the transport target, it approaches the reference surface while decelerating from the direction directly opposite the reference surface, and makes the buffer part come into contact with the reference surface at a speed lower than the normal travel speed.

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