Article conveyance facility

Abstract

To realize an article conveyance facility in which generation of congestion in sections located upstream from a pre-meeting section can be easily suppressed.SOLUTION: A control system is formed to operate a cost which increases as the moving times of transportation vehicles V become longer, for a factor which affects the moving times of the transportation vehicles V, for each of two pre-meeting sections 41, when entrance approval issuing processing of issuing an entrance approval to approve entrance of the transportation vehicles V to a meeting place 43 and to issue more entrance approves to waiting transportation vehicles V1a in a pre-meeting section 41a with a larger cost than waiting transportation vehicles V2a in a pre-meeting section 41b with a smaller cost.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to an article conveying facility including a plurality of carrier vehicles that move along a predetermined movable path.

Background Art

[0002] An example of the above-described article conveying facility is disclosed in Japanese Patent Application Laid-Open No. 2018-128914 (Patent Document 1). In the article conveying facility of Patent Document 1, a first stop position (P3) and a second stop position (P4) are set upstream of a merging position (P2). For example, a carrier vehicle (3) that has entered a pre-merging section having the second stop position (P4) waits at the second stop position (P4) until entry into a merging section having the merging position (P2) is permitted.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the article conveying facility of Patent Document 1, even if the number of carrier vehicles stopped in a pre-merging section having the second stop position becomes very large, the carrier vehicles stopped in a pre-merging section having the first stop position and the carrier vehicles stopped in a pre-merging section having the second stop position are allowed to enter the merging section under the same conditions. For this reason, an uneven state in which the number of carrier vehicles stopped in a pre-merging section having the second stop position is large continues, and there is a possibility that congestion occurs in a section upstream of the pre-merging section due to carrier vehicles that cannot enter the pre-merging section having the second stop position. When such congestion occurs, the conveyance efficiency of articles in the entire article conveying facility may decrease.

[0005] Therefore, it is desired to realize an article conveying facility that can easily suppress the occurrence of congestion in a section upstream of the pre-merging section.

Means for Solving the Problem

[0006] The article conveying facility according to the present disclosure is an article conveying facility including a plurality of carrier vehicles that move along a predetermined movable path to convey articles, and a control system that controls the plurality of carrier vehicles. In the movable path, there is a merging section where the paths merge from two pre-merging sections into one post-merging section. For each of the two pre-merging sections, the carrier vehicle waiting to enter the merging section in each of the two pre-merging sections is defined as a waiting-to-enter carrier vehicle. When the control system executes an entry permission issuance process for issuing an entry permission to the merging section for the plurality of carrier vehicles, for each of the two pre-merging sections, a cost that increases as the moving time increases is calculated for factors that affect the moving time of the carrier vehicle. The waiting-to-enter carrier vehicle in the pre-merging section with the higher cost is configured to be issued more of the entry permissions than the waiting-to-enter carrier vehicle in the pre-merging section with the lower cost.

[0007] According to this configuration, for each pre-merging section, a larger number of carrier vehicles V will preferentially obtain entry permissions to the merging section from the one with the longer moving time of the carrier vehicle. Therefore, the inequality in the number of waiting-to-enter carrier vehicles in the two pre-merging sections can be alleviated. For this reason, it is easy to reduce the possibility that the number of waiting-to-enter carrier vehicles in one of the pre-merging sections becomes extremely large, resulting in a situation that affects the movement of other carrier vehicles in the section upstream of the pre-merging section. Therefore, it is easy to suppress the occurrence of congestion in the section upstream of the pre-merging section.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0009] Hereinafter, embodiments of the article conveying facility will be described with reference to the drawings.

[0010] As schematically shown in FIG. 1, the article conveying facility 10 includes a plurality of carrier vehicles V that move along a predetermined movable path 30 to convey an article U. The movable path 30 is a path (travel path) on which the carrier vehicle V can travel. The movable path 30 means the entire path on which the carrier vehicle V travels. The movable path 30 is composed of a set of a plurality of paths (partial paths).

[0011] The article conveying facility 10 includes a control system 100 that controls a plurality of carrier vehicles V. Each function of the control system 100 is realized, for example, by cooperation between hardware such as an arithmetic processing unit and a program executed on the hardware. The control system 100 may all be provided on the carrier vehicle V, or part of it may be provided on the carrier vehicle V and part of it may be provided on an external control device (a control device provided outside the carrier vehicle V and capable of communicating with the carrier vehicle V). The control system 100 may all be provided on the external control device. Here, the external control device may be a set of a plurality of devices capable of communicating with each other instead of a single device. The control system 100 controls the travel of the plurality of carrier vehicles V so as to reach their respective destinations. Examples of the "destination of the carrier vehicle" include a station of a conveyance source and a station of a conveyance destination, which will be described later.

[0012] FIG. 2 is a diagram showing an example of the carrier vehicle V. The carrier vehicle V includes a controller (equipment controller) that controls a traveling drive unit 13 and a guiding drive unit 20 described later. When at least a part of the control system 100 is provided in an external control device, the controller included in the carrier vehicle V operates in response to a command from the external control device. When at least a part of the control system 100 is provided in the carrier vehicle V, the controller included in the carrier vehicle V may constitute at least a part of the control system 100.

[0013] As shown in FIG. 2, the direction along the movable path 30 is defined as the traveling direction W, and the direction orthogonal to the traveling direction W in the vertical direction view along the vertical direction Z (vertical direction) (here, the horizontal direction orthogonal to the traveling direction W) is defined as the width direction Y. As shown in FIG. 1, a forward direction F is set for each part of the movable path 30. With the direction opposite to the forward direction F being the reverse direction R (see FIG. 2), the carrier vehicle V basically travels along the movable path 30 in the forward direction F. In the present embodiment, the movable path 30 is configured such that the carrier vehicle V can circulate between the conveyance source and the conveyance destination of the article U by traveling in the forward direction F.

[0014] As shown in FIG. 2, the side facing the forward direction F along the movable path 30 is defined as the downstream side W1, and the side facing the reverse direction R along the movable path 30 is defined as the upstream side W2. The traveling direction W can also be described as the front-rear direction of the carrier vehicle V, the downstream side W1 can also be described as the front side of the carrier vehicle V, and the upstream side W2 can also be described as the rear side of the carrier vehicle V. Also, one side of the width direction Y (here, the right side facing the forward direction F) is defined as the first width side Y1, and the other side of the width direction Y (here, the left side facing the forward direction F) is defined as the second width side Y2.

[0015] The carrier vehicle V travels along the movable path 30 to transport the article U. The article U is, for example, a FOUP (Front Opening Unified Pod) that houses a semiconductor wafer. The carrier vehicle V is an automated guided vehicle. The carrier vehicle V may or may not be provided with wheels. The movable path 30 may be physically formed or virtually formed. In the present embodiment, the movable path 30 is physically formed by the traveling rails 36 (here, a pair of traveling rails 36 arranged at intervals in the width direction Y). The traveling rails 36 are, for example, suspended and supported from the ceiling.

[0016] In FIG. 2, it is assumed that the movable path 30 is formed along the ceiling, but the movable path 30 may be formed on the floor surface or the like. When the movable path 30 is formed on the floor surface, for example, the movable path 30 is physically formed by rails or passages installed on the floor surface, or the movable path 30 is virtually formed by two-dimensional codes, RF (Radio Frequency) tags, magnetic tapes, etc. installed on the floor surface. The movable path 30 may be a path calculated based on the recognition result of the surrounding environment of the carrier vehicle V. Note that the floor surface may be a floor surface suspended and supported from the ceiling.

[0017] As shown in FIG. 2, the carrier vehicle V includes a first traveling unit 11 as a traveling unit. The first traveling unit 11 includes traveling wheels 14 that roll on the traveling surface of the traveling rail 36 (here, the surface facing the upper side Z1), and a traveling drive unit 13 (for example, an electric motor such as a servo motor) that rotates the traveling wheels 14. When the traveling wheels 14 are rotationally driven by the traveling drive unit 13, the first traveling unit 11 travels along the traveling rail 36. In the present embodiment, the carrier vehicle V further includes a second traveling unit 12 on the upstream side W2 with respect to the first traveling unit 11. The second traveling unit 12 is configured in the same manner as the first traveling unit 11, and when the traveling wheels 14 are rotationally driven by the traveling drive unit 13, it travels along the traveling rail 36.

[0018] The carrier vehicle V includes a main body portion 15 connected to the first traveling portion 11. The article U is carried by the carrier vehicle V while being housed in the main body portion 15. In the present embodiment, the main body portion 15 is supported by the first traveling portion 11 in a state of being disposed on the lower side Z2 with respect to the first traveling portion 11. In the present embodiment, the main body portion 15 is connected to both the first traveling portion 11 and the second traveling portion 12, and is supported by the first traveling portion 11 and the second traveling portion 12 in a state of being disposed on the lower side Z2 with respect to the first traveling portion 11 and the second traveling portion 12.

[0019] In the example shown in FIG. 2, the carrier vehicle V includes a collision prevention sensor 17 that detects other carrier vehicles V existing on the downstream side W1 with respect to the carrier vehicle V. When the collision prevention sensor 17 detects another carrier vehicle V, the carrier vehicle V on which the collision prevention sensor 17 is mounted decelerates or stops to avoid a collision with the other carrier vehicle V.

[0020] As shown in FIG. 2, in the present embodiment, information holders 38 such as two-dimensional codes and RF tags are installed at a plurality of locations on the movable path 30. The information holder 38 is installed at a location where the carrier vehicle V can stop, such as a station, a pre-merging section 41 (see FIG. 3), and a post-merging section 45 (see FIG. 3), which will be described later. The information holder 38 holds position information that is information on the position where the information holder 38 is installed. The carrier vehicle V includes a reading device 16 that reads the position information held by the information holder 38, and recognizes its current position based on the position information read by the reading device 16. The carrier vehicle V recognizes its current position, for example, based on the position information read by the reading device 16 and the traveling distance after the reading device 16 reads the position information. The traveling distance of the carrier vehicle V is measured using, for example, a rotary encoder. Note that the carrier vehicle V may be configured to recognize its current position based on the output of a positioning device such as a GNSS (Global Navigation Satellite System) receiver.

[0021] The control system 100 grasps the current positions of each of the plurality of carrier vehicles V. In the present embodiment, as described above, the carrier vehicle V is configured to recognize its own current position, and the control system 100 obtains information on the current position of the carrier vehicle V from each carrier vehicle V, thereby grasping the current position of each of the plurality of carrier vehicles V. By the control system 100 obtaining information on the current position of the carrier vehicle V from each carrier vehicle V, it may be configured to grasp the number of carrier vehicles Va waiting to enter, the number of carrier vehicles V in the pre-merging section 41, the number of carrier vehicles V in the merging section 43, or the number of carrier vehicles V in the post-merging section 45, which will be described later.

[0022] A plurality of stations that are the destinations of the carrier vehicle V are set on the movable path 30. The carrier vehicle V transfers the article U to and from an article support portion provided at the station at the station. The operations of the carrier vehicle V include a traveling operation of traveling along the movable path 30, an operation of receiving the article U from the article support portion at the station, and an operation of unloading the article U onto the article support portion at the station. After the carrier vehicle V travels to the source station and receives the article U at the station, it travels to the destination station and unloads the article U at the station.

[0023] Examples of the "article support portion" include a load port of a processing device 34 that performs processing such as processing and sorting on the article U, an input / output port of a storage device 35, a storage shelf (not shown) that temporarily stores the article U, and the like. The article support portion is disposed, for example, directly below the movable path 30 at the station.

[0024] The "destination" of the above-described carrier vehicle V includes a processing device station 34s for transferring the article U to and from a processing device 34 that processes the article U (shown in FIG. 1). The "destination" of the carrier vehicle V includes a storage device station 35s for transferring the article U to and from a storage device 35 that stores the article U (shown in FIG. 1). A maintenance station (not shown) for the carrier vehicle V may be included in the destination of the carrier vehicle V.

[0025] As shown in FIG. 2, a guide rail 37 is provided in a part of the movable path 30. In the present embodiment, the guide rail 37 is disposed above the traveling rail 36 in the upper side Z1. In the present embodiment, the guide rail 37 is disposed between the pair of traveling rails 36 spaced apart in the width direction Y in a top-down view in the width direction Y.

[0026] The carrier V includes a guided part (21, 22) guided by the guide rail 37 by contacting the guide rail 37 from either side in the width direction Y, and a guide drive part 20 (for example, a solenoid or an electric motor) that moves the guided part in the width direction Y. The movement of the guided part in the width direction Y by the guide drive part 20 is performed, for example, by driving only the guided part in the width direction Y, or by driving the guided part in the width direction Y together with a support part that supports the guided part.

[0027] In the present embodiment, the first traveling part 11 includes a first guide wheel 21 that rotates (here, idles) around an axis along the vertical direction Z as a guided part, and a guide drive part 20 provided on the first traveling part 11 moves the first guide wheel 21 in the width direction Y. In the example shown in FIG. 2, the first traveling part 11 includes two first guide wheels 21 arranged in the traveling direction W, and the guide drive part 20 moves these two first guide wheels 21 in the width direction Y by moving a support part that supports these two first guide wheels 21 in the width direction Y.

[0028] In the present embodiment, the second traveling part 12 includes a second guide wheel 22 that rotates (here, idles) around an axis along the vertical direction Z as a guided part, and a guide drive part 20 provided on the second traveling part 12 moves the second guide wheel 22 in the width direction Y. In the example shown in FIG. 2, the second traveling part 12 includes two second guide wheels 22 arranged in the traveling direction W, and the guide drive part 20 moves these two second guide wheels 22 in the width direction Y by moving a support part that supports these two second guide wheels 22 in the width direction Y. Hereinafter, when describing matters common to the first guide wheel 21 and the second guide wheel 22, these are described as "guide wheels" without distinction.

[0029] The transport vehicle V is provided with a movement detection unit that detects movement in the width direction Y of the guide wheels. In the present embodiment, the first guide wheel 21 and the second guide wheel 22 are the guide wheels, and the first movement detection unit 21a and the second movement detection unit 21b are the movement detection units. The control system 100 detects that the guide wheels have moved in the width direction Y by acquiring the detection result of the movement in the width direction Y of the guide wheels by the movement detection unit.

[0030] FIG. 3 is a diagram showing an example of a confluence section 43 provided in the movable path 30. Since the reverse direction R, the traveling direction W, the downstream side W1, the upstream side W2, the width direction Y, the first side Y1 in the width direction, and the second side Y2 in the width direction described above are determined based on the forward direction F which is the traveling direction in which they merge at the confluence section 43, in FIG. 3, only the forward direction F is shown with these illustrations omitted. In the movable path 30, a confluence section 43 is provided where the paths merge from two pre-confluence sections 41 into one post-confluence section 45. In the movable path 30, a branch section 47 (see FIG. 1) is provided where the path branches from one pre-branch section into two post-branch sections.

[0031] The pre-confluence section 41 is a section preset for each confluence section 43. The two pre-confluence sections 41 are a part of the movable path 30, and each may be one region. One or both of the two pre-confluence sections 41 may be composed of a plurality of regions. The pre-confluence section 41 may include the post-confluence section 45 on the upstream side W2 of the pre-confluence section 41. In the present embodiment, the pre-confluence section 41 is a section that does not include the confluence section 43 on the upstream side W2 of the pre-confluence section 41. The pre-confluence section 41 does not include other pre-confluence sections 41. The pre-confluence section 41 does not include the above-mentioned station. The pre-confluence section 41 is a section where the guide rail 37 is not provided. In the illustrated example, the pre-confluence section 41 is a straight section.

[0032] The post - merger section 45 is a section preset for each confluence section 43. The post - merger section 45 is a part of the movable path 30 and may be a single area. The post - merger section 45 may be composed of a plurality of areas. The post - merger section 45 may include the pre - merger section 41 on the downstream side W1 from the post - merger section 45. In the present embodiment, the post - merger section 45 is a section that does not include the confluence section 43 on the downstream side W1 from the post - merger section 45. The post - merger section 45 does not include other post - merger sections 45. The post - merger section 45 does not include the above - mentioned stations. The post - merger section 45 is a section where the guide rail 37 is not provided. In the illustrated example, the post - merger section 45 is a straight section.

[0033] Here, the carrier V waiting to enter the confluence section 43 in each of the two pre - merger sections 41 is defined as the waiting - to - enter carrier Va. Examples of the waiting - to - enter carrier Va include the carrier V stopped in the pre - merger section 41, the carrier V running in the pre - merger section 41, etc. The waiting - to - enter carrier Va may include a carrier V running in a section on the upstream side W2 from the pre - merger section 41. The waiting - to - enter carrier Va is obtained, for example, by various sensors, image recognition with an imaging device (not shown) that images the pre - merger section 41, etc.

[0034] Figure 3 shows the state immediately before executing the entry - permission issuance process. When the control system 100 executes the entry - permission issuance process for issuing entry permissions for a plurality of carriers V to enter the confluence section 43, for each of the two pre - merger sections 41, a cost C that increases as the moving time T increases is calculated for factors that affect the moving time T of the carrier V. The waiting - to - enter carrier Va in the pre - merger section 41 with the larger cost C is configured to issue more entry permissions than the waiting - to - enter carrier Va in the pre - merger section 41 with the smaller cost C.

[0035] In this embodiment, the cost C is calculated based on at least one of the length H1 of the pre-merging section 41, the upper limit value H2 of the number of carrier vehicles V that can wait in the pre-merging section 41, the upper limit value H3 of the traveling speed of the carrier vehicle V in the pre-merging section 41, the average value H4 of the traveling speed of the carrier vehicle V in the pre-merging section 41, the current value H5 of the number of carrier vehicles V existing in the pre-merging section 41, and the future predicted value H6 of the number of carrier vehicles V existing in the pre-merging section 41. Note that the cost C may be calculated based on at least two or at least three of the length H1, the upper limit value H2 of the number, the upper limit value H3 of the traveling speed, the average value H4 of the traveling speed, the current value H5 of the number, and the predicted value H6 of the number. In this embodiment, the cost C is a value that increases as the predicted or actual travel time T in the pre-merging section 41 becomes longer.

[0036] In this embodiment, the cost C is set to decrease as the upper limit value H2 of the number of carrier vehicles V that can wait in the pre-merging section 41 increases. The cost C may be set to decrease as the length H1 of the pre-merging section 41 increases. In this way, it is easy to suppress the occurrence of congestion caused by the carrier vehicle V on the upstream side W2 of the pre-merging section 41 being unable to enter the pre-merging section 41.

[0037] In this embodiment, the cost C is set to decrease as the upper limit value H3 of the traveling speed of the carrier vehicle V in the pre-merging section 41 increases. The cost C is set to decrease as the average value H4 of the traveling speed of the carrier vehicle V in the pre-merging section 41 increases. The cost C is set to increase as the current value H5 of the number of carrier vehicles V existing in the pre-merging section 41 increases. The cost C is set to increase as the future predicted value H6 of the number of carrier vehicles V existing in the pre-merging section 41 increases.

[0038] In the example shown in FIG. 3, the upper limit value H2 of the number of transport vehicles V that can wait in the pre-merging section 41a is 4, and the upper limit value H2 of the number of transport vehicles V that can wait in the pre-merging section 41b is 5. The current value H5 of the number may be acquired periodically or each time the entry permission issuance process is performed. Examples of the upper limit value H3 of the traveling speed include the speed limit set for each pre-merging section 41, the upper limit value of the traveling speed in past data, and the like. Examples of the predicted value H6 of the number include the number of transport vehicles V set to pass through the pre-merging section 41, the predicted number of transport vehicles V calculated from past data in the pre-merging section 41, and the like.

[0039] The cost C may be a value calculated based on the current value H7 of the number of transport vehicles V that can enter the pre-merging section 41. In the present embodiment, the cost C is set to decrease as it increases. The current value H7 of the number of transport vehicles V that can enter the pre-merging section 41 is, for example, a value obtained by subtracting the current value H5 of the number from the upper limit value H2 of the number. In the illustrated example, the current value H7 of the number of transport vehicles V that can enter the pre-merging section 41 is indicated by the number of transport vehicles V shown by the two-dot chain line in the pre-merging section 41.

[0040] The cost C may be a value obtained by adding a congestion cost to a reference cost. Examples of the reference cost include reference values based on the length H1 of the pre-merging section 41, the upper limit value H3 of the traveling speed of the transport vehicle V in the pre-merging section 41, the average value H4 of the traveling speed, and the like. Examples of the congestion cost include correction values based on the upper limit value H2 of the number, the current value H5 of the number, the predicted value H6 of the number, the current value H7 of the number, and the like. The cost C may be a value obtained by dividing the length H1 by the upper limit value H3 of the traveling speed or the average value H4 of the traveling speed. The cost C is derived, for example, as a length, time, number, or the like.

[0041] The cost C may be a value obtained by multiplying a distance cost, which is a cost corresponding to the distance of a section (e.g., the pre-merging section 41) where the cost C is set, by a correction coefficient determined according to the running condition of the carrier vehicle V in that section. The distance cost is set, for example, to increase as the section where the distance cost is set becomes longer. The correction coefficient is set to increase when the running condition of the carrier vehicle V in the section where the correction coefficient is set is such that the passing time required for the carrier vehicle V to pass through that section becomes longer. Although details are omitted, the movable path 30 can be represented using nodes and links connecting the nodes. The nodes correspond to specific points such as the branching portion 47 and the merging portion 43, and the links correspond to the path portions connecting specific points. The cost C may be the cost of the section corresponding to the link, i.e., the link cost. The pre-merging section 41 may be the link immediately before the merging section 43, or may be a link on the upstream side W2 of the merging section 43 different from the immediately preceding link. The pre-merging section 41 may be a single link or may be composed of a plurality of links.

[0042] Here, let the cost C of the pre-merging section 41 with the larger cost C be the first cost C1, and the cost C of the pre-merging section 41 with the smaller cost C be the second cost C2. The control system 100 gives entry permission to the carrier vehicle Va waiting to enter the pre-merging section 41a with the larger cost C and the carrier vehicle Va waiting to enter the pre-merging section 41b with the smaller cost C at a ratio of the number of vehicles corresponding to C1:C2.

[0043] Figures 4 to 6 show an example of the state after the entry permission issuance process is executed and immediately before the next entry permission issuance process is executed. Here, the carrier Va waiting to enter the pre-merger section 41 with the larger cost C is defined as the first carrier waiting to enter V1a, and the carrier Va waiting to enter the pre-merger section 41b with the smaller cost C is defined as the second carrier waiting to enter V2a. In this embodiment, entry permissions are issued to the first carrier waiting to enter V1a and the second carrier waiting to enter V2a at a ratio of C1:C2. When the first cost C1 or the second cost C2 is not an integer, rounding up, rounding down, rounding to the nearest integer, etc. may be performed. As the ratio of the first cost C1 to the second cost C2 increases, the magnification of the number of the first carriers waiting to enter V1a for which entry permissions are issued with respect to the number of the second carriers waiting to enter V2a for which entry permissions are issued may be increased continuously or intermittently.

[0044] When the control system 100 issues entry permissions to a plurality of the first carriers waiting to enter V1a, after continuously issuing entry permissions to all the first carriers waiting to enter V1a that are the targets of the entry permission issuance, the control system 100 issues an entry permission to the second carrier waiting to enter V2a. Here, the number of the first carriers waiting to enter V1a that have been continuously issued entry permissions is defined as the first entry permission number X1. By doing so, the control system 100 continuously allows the first carriers waiting to enter V1a with the first entry permission number X1 to enter the merging section 43.

[0045] When the control system 100 issues entry permissions to a plurality of the second carriers waiting to enter V2a, after continuously issuing entry permissions to all the second carriers waiting to enter V2a that are the targets of the entry permission issuance, the control system 100 issues an entry permission to the first carrier waiting to enter V1a. Here, the number of the second carriers waiting to enter V2a that have been continuously issued entry permissions is defined as the second entry permission number X2. By doing so, the control system 100 continuously allows the second carriers waiting to enter V2a with the second entry permission number X2 to enter the merging section 43.

[0046] The ratio of the first permitted entry number X1 to the second permitted entry number X2 may be the same ratio as C1:C2. The ratio of the first permitted entry number X1 to the second permitted entry number X2 may also be a ratio different from C1:C2. For example, when C1:C2 = 3:2, X1:X2 may be 3:2, and when C1:C2 = 2:1, X1:X2 may be 3:2. In the illustrated example, three first waiting transfer vehicles V1a enter the merging section 43 (the state in FIG. 4), then two second waiting transfer vehicles V2a enter the merging section 43 (the state in FIG. 5), and then three first waiting transfer vehicles V1a enter the merging section 43 (the state in FIG. 6).

[0047] When the value of the first permitted entry number X1 exceeds a predetermined entry upper limit value Xa, the control system 100 replaces the value of the first permitted entry number X1 with the entry upper limit value Xa and executes the entry permission issuance process. When the value of the second permitted entry number X2 exceeds a predetermined entry upper limit value Xa, the control system 100 replaces the value of the second permitted entry number X2 with the entry upper limit value Xa and executes the entry permission issuance process. Examples of the entry upper limit value Xa include values set for each pre-merging section 41, values set for each post-merging section 45, values set for each merging section 43, and the like.

[0048] When the value of the first permitted entry number X1 is less than a predetermined entry lower limit value Xb, the control system 100 replaces the value of the first permitted entry number X1 with the entry lower limit value Xb and executes the entry permission issuance process. When the value of the second permitted entry number X2 is less than a predetermined entry lower limit value Xb, the control system 100 replaces the value of the second permitted entry number X2 with the entry lower limit value Xb and executes the entry permission issuance process. Examples of the entry lower limit value Xb include values set for each pre-merging section 41, values set for each post-merging section 45, values set for each merging section 43, and the like.

[0049] FIG. 6 is a diagram for explaining the number of vehicles Xc that can enter. The control system 100 acquires information on the number of vehicles Xc that can enter the post-merger section 45, which is the number of carrier vehicles V that can enter the post-merger section 45. The information on the number of vehicles Xc that can enter may be periodically acquired by the control system 100, or may be acquired each time an entry permission issuance process is performed.

[0050] Examples of the number of vehicles Xc that can enter include the value obtained by subtracting the current value H15 of the number of carrier vehicles V actually waiting in the post-merger section 45 from the upper limit value H13 of the number of carrier vehicles V that can wait in the post-merger section 45, the value set for each post-merger section 45, and the like. The number of vehicles Xc that can enter may be acquired by image recognition using an imaging device (not shown) that images the post-merger section 45, or may be calculated from values obtained by various sensors, set values, and the like. In the illustrated example, the number of vehicles Xc that can enter is indicated by the number of carrier vehicles V shown by a two-dot chain line in the post-merger section 45. For example, in the example shown in FIG. 6, the upper limit value H13 of the number of carrier vehicles V that can wait in the post-merger section 45 is 4, and the current value H15 of the number of carrier vehicles V waiting in the post-merger section 45 is 1, so the number of vehicles Xc that can enter is 3.

[0051] When the first entry permission number X1 exceeds the number of vehicles Xc that can enter, the control system 100 replaces the value of the first entry permission number X1 with a value less than or equal to the number of vehicles Xc that can enter and executes the entry permission issuance process. In the present embodiment, when the first entry permission number X1 exceeds the number of vehicles Xc that can enter, the value of the first entry permission number X1 is replaced with the value of the number of vehicles Xc that can enter.

[0052] When the second entry permission number X2 exceeds the number of vehicles Xc that can enter, the control system 100 replaces the value of the second entry permission number X2 with a value less than or equal to the number of vehicles Xc that can enter and executes the entry permission issuance process. In the present embodiment, when the second entry permission number X2 exceeds the number of vehicles Xc that can enter, the value of the second entry permission number X2 is replaced with the value of the number of vehicles Xc that can enter.

[0053] After the control system 100 executes the entry permission issuance process, after all of the first waiting transfer carts V1a for the first entry permission number X1 units that received the entry permission by the entry permission issuance process have exited the pre-merging section 41, the next entry permission issuance process is executed. Note that the next entry permission issuance process may be executed before all of the first waiting transfer carts V1a for the first entry permission number X1 units have exited the merging section 43. By doing so, the waiting transfer carts Va can be efficiently made to enter the merging section 43. After all of the first waiting transfer carts V1a for the first entry permission number X1 units have exited the merging section 43, the next entry permission issuance process may be executed. By doing so, the waiting transfer carts Va can be safely made to enter the merging section 43. After all of the first waiting transfer carts V1a for the first entry permission number X1 units have entered the post-merging section 45, the next entry permission issuance process may be executed.

[0054] After the control system 100 executes the entry permission issuance process, after all of the second waiting transfer carts V2a for the second entry permission number X2 units that received the entry permission by the entry permission issuance process have exited the pre-merging section 41, the next entry permission issuance process is executed. Note that the next entry permission issuance process may be executed before all of the second waiting transfer carts V2a for the second entry permission number X2 units have exited the merging section 43. By doing so, the waiting transfer carts Va can be efficiently made to enter the merging section 43. After all of the second waiting transfer carts V2a for the second entry permission number X2 units have exited the merging section 43, the next entry permission issuance process may be executed. By doing so, the waiting transfer carts Va can be safely made to enter the merging section 43. After all of the second waiting transfer carts V2a for the second entry permission number X2 units have entered the post-merging section 45, the next entry permission issuance process may be executed.

[0055] 〔Other Embodiments〕 Next, other embodiments of the article transfer facility 10 will be described.

[0056] (1) In the above-described embodiment, the pre-merging section 41 is a section preset for each merging section 43 and is a section that does not include other pre-merging sections 41, which was described as an example. However, it is not limited to such an example. For example, the pre-merging section 41 may include a pre-merging section 41 upstream of the pre-merging section 41, a merging section 43, a post-merging section 45, a station, a curved section, etc. on the upstream side W2 of the pre-merging section 41.

[0057] (2) In the above-described embodiment, the post-merging section 45 is a section preset for each merging section 43 and is a section that does not include other post-merging sections 45, which was described as an example. However, it is not limited to such an example. For example, the post-merging section 45 may include a pre-merging section 41, a merging section 43, a post-merging section 45, a station, a curved section, etc. on the downstream side W1 of the post-merging section 45.

[0058] (3) In the above-described embodiment, when the control system 100 issues an entry permission to a plurality of first waiting-for-entry carrier vehicles V1a, after continuously issuing an entry permission to all the first waiting-for-entry carrier vehicles V1a that are the targets of the entry permission, an entry permission is issued to the second waiting-for-entry carrier vehicle V2a, which was described as an example. However, it is not limited to such an example. For example, the control system 100 may be configured to intermittently issue an entry permission to all the first waiting-for-entry carrier vehicles V1a that are the targets of the entry permission. For example, the control system 100 may issue an entry permission to five first waiting-for-entry carrier vehicles V1a at intervals, and during that time, an entry permission may be issued to three or fewer second waiting-for-entry carrier vehicles V2a.

[0059] (4) In the above-described embodiment, the control system 100 issues an entry permission to the first waiting-for-entry carrier vehicle V1a and the second waiting-for-entry carrier vehicle V2a at a ratio of the number of vehicles according to C1:C2, which was described as an example. However, it is not limited to such an example. For example, the control system 100 may always be configured to issue an entry permission to 1.5 times as many first waiting-for-entry carrier vehicles V1a as the second waiting-for-entry carrier vehicles V2a. For example, a configuration may be adopted in which the first waiting-for-entry carrier vehicle V1a has priority when the difference between the number of the first waiting-for-entry carrier vehicles V1a and the number of the second waiting-for-entry carrier vehicles V2a is equal to or less than a predetermined value.

[0060] (5) In the above-described embodiment, the configuration in which the cost C is calculated based on at least one of the length H1, the upper limit value H2 of the number of units, the upper limit value H3 of the traveling speed, the average value H4 of the traveling speed, the current value H5 of the number of units, and the predicted value H6 of the number of units was described as an example. However, without being limited to such an example, for example, in the calculation of the cost C, some of the length H1, the upper limit value H2 of the number of units, the upper limit value H3 of the traveling speed, the average value H4 of the traveling speed, the current value H5 of the number of units, and the predicted value H6 of the number of units may be excluded in advance. For example, the cost C may be a configuration calculated based on at least one of the length H1, the upper limit value H2 of the number of units, the upper limit value H3 of the traveling speed, the average value H4 of the traveling speed, and the predicted value H6 of the number of units. For example, the cost C may be a configuration calculated based on at least one of the length H1, the upper limit value H3 of the traveling speed, and the average value H4 of the traveling speed. For example, the cost C may be a configuration calculated based on at least one of the length H1, the upper limit value H2 of the number of units, and the predicted value H6 of the number of units.

[0061] (6) In the above-described embodiment, the configuration in which the confluence section 43 has a path that converges from only two pre-confluence sections 41 to only one post-confluence section 45 was described as an example. However, without being limited to such an example, for example, a branching section 47 that branches into a path different from the post-confluence section 45 is located between the pre-confluence section 41 and the confluence section 43 or between the confluence section 43 and the post-confluence section 45, and the transport vehicle V waiting to enter the branching section 47 also waits in the pre-confluence section 41. Such a configuration may be adopted. In such a configuration where the transport vehicle V waiting to enter the branching section 47 also waits in the pre-confluence section 41, the branching section may be considered to be included in the confluence section 43, and the number of transport vehicles Va waiting to enter the confluence section 43 may include the number of transport vehicles V waiting to enter the branching section 47. The confluence section 43 may be configured such that paths converge from three or more pre-confluence sections 41 to one post-confluence section 45, and an entry permission issuance process using the cost C may be executed in at least two of the three or more pre-confluence sections 41.

[0062] (7) In addition, the configurations disclosed in each of the above-described embodiments can be applied in combination with the configurations disclosed in other embodiments (including combinations of the embodiments described as other embodiments) as long as there is no contradiction. Regarding other configurations as well, all the embodiments disclosed in this specification are merely examples in all respects. Therefore, various modifications can be made as appropriate without departing from the gist of the present disclosure.

[0063] 〔Outline of the present embodiment〕 Hereinafter, the article conveying equipment according to the present disclosure will be described.

[0064] In one aspect, the article conveying equipment includes a plurality of carrier vehicles that move along a predetermined movable path to convey articles, and a control system that controls the plurality of carrier vehicles. The movable path has a merging section where paths merge from two pre-merging sections into one post-merging section. For each of the two pre-merging sections, when the control system executes an entry permission issuance process for issuing an entry permission to the merging section for the plurality of carrier vehicles, for each of the two pre-merging sections, a cost that increases as the moving time increases is calculated for factors that affect the moving time of the carrier vehicle, and the entry waiting carrier vehicle in the pre-merging section with the higher cost is configured to be given more of the entry permissions than the entry waiting carrier vehicle in the pre-merging section with the lower cost.

[0065] According to this configuration, for each pre-merging section, a larger number of carrier vehicles will preferentially obtain entry permissions to the merging section from the one with the longer moving time of the carrier vehicle. Therefore, the inequality in the number of entry waiting carrier vehicles in the two pre-merging sections can be alleviated. For this reason, it is easy to reduce the possibility that the number of entry waiting carrier vehicles in one of the pre-merging sections becomes extremely large, which may affect the movement of other carrier vehicles in the section upstream of the pre-merging section. Therefore, it is easy to suppress the occurrence of congestion in the section upstream of the pre-merging section.

[0066] As one aspect, taking the cost of the pre-merging section with the higher cost as the first cost C1 and the cost of the pre-merging section with the lower cost as the second cost C2, the control system is configured to issue the entry permission to the waiting-in-entry carrier in the pre-merging section with the higher cost and the waiting-in-entry carrier in the pre-merging section with the lower cost at a ratio of the number of units corresponding to C1:C2.

[0067] According to this configuration, it is possible to issue an entry permission to the waiting-in-entry carriers in each pre-merging section at a ratio of the number of units corresponding to the ratio of the costs of the two pre-merging sections. Therefore, it is possible to more appropriately alleviate the inequality in the number of waiting-in-entry carriers in the two pre-merging sections.

[0068] As one aspect, the cost is calculated based on at least one of the length of the pre-merging section, the upper limit value of the number of carriers that can wait in the pre-merging section, the upper limit value of the traveling speed of the carriers in the pre-merging section, the average value of the traveling speed of the carriers in the pre-merging section, the current value of the number of carriers existing in the pre-merging section, and the predicted future value of the number of carriers existing in the pre-merging section.

[0069] According to this configuration, the cost of each pre-merging section can be appropriately calculated. Therefore, when performing the entry permission issuance process, it is possible to more appropriately issue an entry permission to the waiting-in-entry carriers in each pre-merging section.

[0070] As one aspect, taking the waiting-in-entry carrier in the pre-merging section with the higher cost as the first waiting-in-entry carrier and the waiting-in-entry carrier in the pre-merging section with the lower cost as the second waiting-in-entry carrier, when the control system issues the entry permission to a plurality of the first waiting-in-entry carriers, it is configured to continuously issue the entry permission to all of the first waiting-in-entry carriers that are the targets of the entry permission issuance and then issue the entry permission to the second waiting-in-entry carrier.

[0071] According to this configuration, after continuously causing a plurality of carrier vehicles waiting to enter in any pre-merging section to enter the merging section, the carrier vehicles waiting to enter in another pre-merging section will enter the merging section. Therefore, compared with the case of causing the carrier vehicles waiting to enter from two pre-merging sections to enter the merging section alternately, it is easier to increase the number of carrier vehicles passing through per unit time. Accordingly, it is easier to improve the moving efficiency of the carrier vehicles.

[0072] The article conveying facility according to the present disclosure only needs to be able to achieve at least one of the above-described various effects.

Explanation of Reference Numerals

[0073] 10: Article conveying facility 30: Movable path 41: Pre-merging section 41a: Pre-merging section with higher cost 41b: Pre-merging section with lower cost 43: Merging section 45: Post-merging section 100: Control system V: Carrier vehicle Va, V1a, V2a: Carrier vehicles waiting to enter

Claims

1. An article conveying facility comprising a plurality of carrier vehicles that move along a predetermined movable path to convey articles, and a control system that controls the plurality of carrier vehicles, wherein the movable path has a merging section where paths merge from two pre-merging sections into one post-merging section, in each of the two pre-merging sections, the carrier vehicles waiting to enter the merging section are regarded as waiting-to-enter carrier vehicles, when the control system executes an entry permission issuance process for issuing an entry permission for the plurality of carrier vehicles to enter the merging section, for each of the two pre-merging sections, a cost that increases as the moving time increases is calculated for factors that affect the moving time of the carrier vehicle, and the waiting-to-enter carrier vehicle in the pre-merging section with the higher cost is configured to be issued more of the entry permissions than the waiting-to-enter carrier vehicle in the pre-merging section with the lower cost. An article conveying facility.

2. Taking the cost of the pre-merging section with the higher cost as the first cost C1 and the cost of the pre-merging section with the lower cost as the second cost C2, the control system issues the entry permission to the waiting-to-enter carrier vehicle in the pre-merging section with the higher cost and the waiting-to-enter carrier vehicle in the pre-merging section with the lower cost at a ratio of the number of vehicles corresponding to C1:C2. The article conveying facility according to Claim 1.

3. The cost is the length of the pre-merging section, the upper limit value of the number of carrier vehicles that can wait in the pre-merging section, the upper limit value of the traveling speed of the carrier vehicle in the pre-merging section, the average value of the traveling speed of the carrier vehicle in the pre-merging section, the current value of the number of carrier vehicles existing in the pre-merging section, the future predicted value of the number of carrier vehicles existing in the pre-merging section, calculated based on at least one of them. The article conveying facility according to Claim 1 or 2.

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