Automatic truck carriage vehicle

Abstract

To provide a towing carriage technology of a cantilever carriage system with no idling of driving wheels of an automatic carriage vehicle, which can coping with an evolving light-weight automatic carriage and cope with various trucks including a six-wheeled truck whose demand increases, and in addition, to provide a towing carriage technology without damaging free movement of the automatic carriage vehicle.SOLUTION: According to the present invention, an automatic truck carriage vehicle is connected to a truck by lifting an end part of the truck by making a lever and an arm provided in a carriage vehicle that automatically travels by driving wheels to tow and carry the truck, and is provided with a load assistance mechanism for bearing a part of a load of the truck with respect to idling of a carriage occurring in lifting the truck. According to the invention, idling of the driving wheels of the automatic truck carriage vehicle is eliminated in carriage using two or less slowing rings provided in the truck by inclining the truck, so that the steering property and stability of a towing vehicle composed of the automatic truck carriage vehicle and the truck can be improved.SELECTED DRAWING: Figure 11

Description

Technical Field

[0001] The present invention relates to an automatic cart transporter capable of transporting carts infinitely in the vertical and horizontal directions. In particular, it relates to an automatic cart transporter that lifts a part of the wheels of the cart and transports it by traction.

Background Art

[0002] As the consumer demand for goods diversifies, with the technological progress of advanced information and communication systems (INS, Information Network System), the transformation of production systems by the Internet of Things (IoT), etc., the market for electronic commerce (EC) is expanding more and more, and in the logistics industry, there is a background where a just-in-time system that supplies the necessary items in the necessary quantity at the necessary time has been introduced. Such a trend shows no sign of decline, the utilization of artificial intelligence (AI) is also progressing, and there is still a demand for new logistics systems. Therefore, the shortage and securing of operators in logistics facilities and the like for the qualitative and quantitative diffusion and expansion of logistics, which has been a problem conventionally, have become even more serious, and the automation and unmanning of logistics systems have become an inevitable issue.

[0003]

[0004] In response to such problems, AGV (Automatic Guided Vehicle, automated guided vehicle) and AMR (Autonomous) with remarkable technological progress Mobile robots, autonomous mobile transport robots, etc. have been considered and applied in logistics systems as automatic guided vehicles such as robots with various forms and functions. Taking a representative example of its practical application, there is Amazon Robotics, which is well-known as a robot management system (for example, Patent Documents 1 and 2). Instead of operators moving on foot to collect products from a large number of product shelves arranged on the premises of vast logistics facilities and the like, an automatic guided vehicle that can float and travel across the entire product shelf in a form like an enlarged robotic vacuum cleaner moves freely within the premises and transports product shelves based on item information.

[0005] However, it goes without saying that not all problems can be solved by such automatic guided vehicles, and numerous problems still lie ahead. A typical example is that in logistics facilities, factories, warehouses, etc., the transportation of a large number of trolleys such as dollies, cage carts, four-wheel carts, and six-wheel carts loaded with products and parts by operators is still a process where it is difficult to promote automation and unmanned operation.

[0006] In particular, six-wheel carts have a major feature that due to their long depth and narrow width, they can carry heavy loads and move through doors that other trolleys cannot pass through. When the width is 73 cm, which is the general door size standard in Japan, it is said that only six-wheel carts can carry and pass through a large amount of luggage weighing 300 - 600 kg (Non-Patent Documents 1 and 2). Also, in stores and the like, only six-wheel carts can move between large display shelves and load and unload luggage from both sides.

[0007] Furthermore, the characteristics of such six-wheel carts with a high load capacity and good maneuverability have forced the following process changes between stores and logistics facilities, resulting in a new problem of increased operator workload.

[0008] Engineering changes conventionally involve performing the product display work, which was previously carried out in the backyard of each store such as a supermarket, on the shelves in the sales floor, etc., in the processes within the logistics facility before delivery in order to improve the efficiency of the store, and then delivering the trolley loaded with the products for which the product display work has been completed to the store. As described above, a six-wheeled trolley is optimal as the trolley.

[0009] Naturally, this engineering change achieves the objective, but it gives rise to a new problem that the workload of the operators in the logistics facility increases significantly. Specifically, before the engineering change, as the arrivals and departures of trucks occurred frequently throughout the day, there were a lot of delivery operations for each store. Although it was heavy labor for the operator to align in the order of delivery in front of the truck berth the heavy trolleys, each exceeding at least 100 kg and loaded with products, it was necessary to perform the product display work within the limited time before the truck departure and align in the order of delivery in front of the truck berth the trolleys loaded with the products for which the product display work had been completed. Therefore, the additional product display work places an additional heavy burden on the operator. Moreover, the trolleys to be used need to be able to perform smooth shelving work in the narrow aisles of the store, and in many cases, six-wheeled trolleys with a narrow width and good maneuverability and capable of loading products of 300 kg or more are used. On the other hand, different from such excessive heavy labor, there is also a problem of a shortage of operators. This is because there are cases where products are displayed in cardboard boxes and four-wheeled trolleys with different conveying technologies are also appropriately used, so the alignment work of a large number of trolleys requires a small number of experienced operators.

[0010] Already, in logistics facilities, warehouses, and factories, the problems of automation and unmanned operation related to the conveyance and alignment of trolleys have become serious. However, in this way, the increase in the labor volume and the shortage of labor force related to the operators engaged in the conveyance and alignment of trolleys are in a situation of being further accelerated.

[0011] Therefore, attempts have been made to apply automated guided vehicles (AGVs), autonomous mobile robots (AMRs), etc., which have made remarkable technological progress, to the transportation of carts (for example, Patent Documents 3 to 9, and Non-Patent Document 2). In this attempt, three major transportation methods can be recognized. The first is a method in which an automated guided vehicle and a cart are connected, and the automated guided vehicle directly towes and transports the cart (for example, Patent Documents 3 and 4). The second is a method in which the automated guided vehicle has a function of raising and lowering the cart and transports the entire cart in a floating state (for example, Patent Documents 5 and 6). The third is a method in which the automated guided vehicle has a function of raising and lowering the cart and tows and transports the cart with a part of the wheels of the cart in a floating state (for example, Patent Documents 7 to 9).

[0012] The first towing transportation method of connecting and directly transporting the cart has the convenience of being able to be transported only by connecting the automated guided vehicle and the cart. However, the total length of the towing vehicle composed of the connected automated guided vehicle and cart becomes long, and its turning performance decreases. Moreover, this towing vehicle has a fundamental functional problem that it is difficult to transport the cart in the reverse direction of the automated guided vehicle, and it cannot turn while reversing like parking a vehicle in a garage, so the movement range and applications of the towing vehicle are limited. For example, when arranging carts in a storage location where the carts are lined up side by side, reverse turning is essential. Since it cannot be done, it is necessary to disconnect the cart from the towing vehicle and use the operator's strength. Furthermore, when transporting six-wheel carts, the high straight-line running central fixed wheel hinders free turning, so it is necessary to eliminate this by separating from the floor surface or devising a connecting member. Without some countermeasures, like transporting by an operator, it is necessary to turn while stopping at one end for direction change, and the steering performance of the towing vehicle will be significantly reduced (for example, Non-Patent Document 1).

[0013] Regarding this point, an explanation will be given using the perspective schematic diagram of a six-wheel carriage, generally called a six-wheel weighing carriage, shown in FIG. 1. The factor that makes it difficult to transport the six-wheel weighing carriage 10 by the traction conveyance method is that the wheels 13 are composed of the turning wheels of the front two wheels 13-1 and the rear two wheels 13-2, and the fixed wheels 13-3 with a high mounting height of the central two wheels. Due to this configuration, when the load weight is small, it can run swiveling freely with the four wheels of the front turning wheel 13-1 or the rear turning wheel 13-2 and the central fixed wheel 13-3 in contact with the ground. When the load weight is large, all the wheels support the load, and the central fixed wheel 13-3 is designed to be able to prevent snake-like movement. The central fixed wheel 13-3 functions as a direction regulating wheel to enhance straight running performance. When the central two wheels are turning wheels, the central two wheels are locked in the longitudinal direction and run. Also, since the six-wheel weighing carriage 10 is elongated, when an operator handles it, as shown on the right side of FIG. 1, rocking in the yaw direction, pitch direction, and roll direction is likely to occur. Therefore, it is preferable to transport the carriage with the wheels 13 contacting the floor surface as little as possible.

[0014] The second levitation transport method, which levitates and transports the entire cart, can solve the problems of the fixed wheels fixed by stoppers and the central fixed wheel of the six-wheel balance cart, and also allows the cart to be transported in the backward direction of the automatic transport vehicle. However, the automatic transport vehicle may be loaded with a total load of 300 to 600 kg, and a small automatic transport vehicle with an extremely low height is required to enter the narrow gap between the frame or top plate that is the bottom of the cart and the ground surface of its wheels. Special technology is required for all members and mechanisms, including the lifting mechanism, and the increase in power consumption of the automatic transport vehicle requires frequent charging, which is thought to reduce productivity. In addition, when transporting a six-wheel cart, since it has a long and tall shape, there are problems in that a strong and safe connecting member is required to prevent the cart from falling during transportation, and a long and thin elevator or cart support part is required to accommodate the levitation of the entire six-wheel cart. Therefore, from the viewpoint of reducing the load imposed on the automated guided vehicle, Patent Document 6 presumably proposes an automated guided vehicle that enables transportation using the wheels of the cart by levitating the entire cart so that the wheels of the cart are kept in a semi-grounded state. However, this technology requires precise control of the lifting mechanism, and is thought to still have the problem of turning due to the central fixed wheel of the six-wheel cart, which has a strong tendency to move in a straight line, so the advantages and disadvantages of the levitation transportation system for the entire cart are offset, and it is not necessarily recognized as a preferable levitation transportation method.

[0015] The third type, a cantilever transport method in which the wheels of the dolly are partly raised, is used for transport using the rear wheels of the dolly that are opposite to the forward direction of the transport vehicle that pulls the dolly, so all the movements of the dolly, including turning, moving forward, and moving backward, can be performed smoothly, just like transporting a one-wheeled or two-wheeled vehicle, and extremely flexible maneuverability can be ensured. For example, in a narrow space in front of a truck berth, an automatic transport vehicle such as an AGV or an AMR can autonomously align dollies with high density without relying on an operator. In addition, since the entire load of the dolly is not loaded on the transport vehicle, a simple lifting mechanism can be used, and there is no need to insert the entire transport vehicle into the narrow space between the bottom of the dolly and the floor, making it possible to accommodate dollies. Furthermore, the disadvantage of turning caused by the straightness of the central fixed wheel of the six-wheeled dolly can be eliminated.

[0016] As described above, each of the three types of trolley conveyors has its own advantages and disadvantages. However, when making an overall judgment, the third single-sided conveying method can load a large amount of conveyed goods and accurately convey the trolleys infinitely in all directions without having to choose the types such as dollies, four-wheel trolleys, and six-wheel trolleys. It is considered to be the conveying method required in the future.

[0017] However, the single-side carrying method has problems to be solved in terms of large loading weight, especially in the transportation of six-wheel trucks. This problem will be explained using a towing vehicle in which an automatic transport vehicle 100 shown in FIG. 2, which is a representative example of this method, is towing and transporting a six-wheel weighing truck 10. When a lifting mechanism composed of a lift 130 and a lever (a crowbar) 120 mounted on the automatic transport vehicle 100 floats the front base frame 11-1 of the six-wheel weighing truck 10, as shown in FIG. 1, the lifting mechanism includes a connecting shaft 121 between the lever 120 for floating the six-wheel weighing truck 10 and the transport vehicle 100 as a fulcrum for supporting the lever 120, a connecting shaft 122 between the lever 120 and the lift 130 as a force point where the lift 130 applies a force to the lever 120 to float the six-wheel weighing truck 100, and a contact point 124 between the truck support base 123 of the lever 120 for floating the six-wheel weighing truck 100 and the six-wheel weighing truck 100 as an action point where the operation of the lever 120 amplified by the upward movement of the lift 130 floats the six-wheel weighing truck 100. It can be considered to act based on the principle of the third type of crowbar represented by a pair of tongs (Japanese-style pincers). Therefore, with the connecting shaft 121 between the lever 120 held by the force A1 of the weight of the automatic transport vehicle 100 and the automatic transport vehicle 100 as a fulcrum, the operation of the lever 120 amplified by the upward movement of the lift 130 will float the six-wheel weighing truck 10. However, since the fulcrum 121 is only held by the downward force A1 which is the weight of the automatic transport vehicle 10, the moment A3 of the downward force due to a part of the load of the six-wheel weighing truck 10 is larger than the moment A2 of the force for floating the six-wheel weighing truck 10 at the force point 122. When this difference becomes large, it is impossible to resist the upward force A4 acting on the fulcrum 121 relying on the load of the automatic transport vehicle 100, that is, the floating of the automatic transport vehicle 100 causes the driving wheels 140 to spin, and it is considered impossible to transport the six-wheel weighing truck 10. In fact, the inventors have confirmed that this phenomenon becomes a major problem when transporting a six-wheel weighing truck.

[0018] Such a phenomenon can be understood by referring to the mechanism of a forklift that lifts and transports a load weighing about 500 kg to 5 t, suggesting that the forklift mechanism provides a clue to means for solving such a slipping phenomenon. In this regard, it will be described using the mechanisms of the counterbalanced forklift (a) and the reach forklift (b) shown in Fig. 3.

[0019] Regarding the counterbalanced forklift 20 shown in Fig. 3(a), considering the integration of the fork 23, the lift cylinder 22-1, and the vehicle body 21, it can be regarded that with the vehicle body 21 as the fulcrum, the lift cylinder 22-1 in the mast 22 for lifting the load is the effort point, and the fork 23 for lifting the load is the load point, and it can be considered to operate based on the principle of the third-class lever. When lifting a load heavier than the vehicle body 21 of the forklift 20, since the fulcrum 21 is only held by the downward force that is the weight of the forklift, a greater load is required on the lift cylinder 22-1 (effort point) between the vehicle body 21 (fulcrum) and the fork (load point) than on the fork 23 (load point). The moment applied to the fork 23 greatly exceeds the moment of the lift cylinder 22-1 and exceeds the moment of the weight of the vehicle body 21 of the forklift 20. Therefore, the fulcrum 21 cannot be held, and the vehicle body 21 of the forklift 20 serving as the fulcrum floats. Due to the slipping of its drive wheel 25-1, it is impossible to transport the load. Therefore, the forklift 20 is provided with a counterweight 24 on its vehicle body 21, so that the fulcrum 21 with the downward force applied is fixed, and the forklift 20 can lift and transport a load that greatly exceeds the weight of the forklift 20 without the vehicle body 21 of the forklift 20 floating.

[0020] Regarding the reach - type forklift 30 shown in Fig. 3(b), if we consider the integration of the fork 33, the lift cylinder 32 - 1, and the vehicle body 31, with the load tire 35 equipped near the tip of the load frame 36 that extends long in the same direction as the fork 33 as the fulcrum, the lift cylinder 32 - 1 in the mast 32 for floating the conveyed object can be regarded as the effort point, and the fork 33 for floating the conveyed object can be regarded as the load point, and it can be considered to operate based on the principle of the second - type lever. In this case, when lifting a conveyed object with a larger load than the forklift 30 by the fork 33 due to the rise of the lift cylinder 32 - 1, with the load tire 35 equipped at the tip of the load frame 36 that extends long in the same direction as the fork 33 as the fulcrum, the conveyed object is lifted by the fork 33 (load point) between the load tire 35 (fulcrum) that rises together with the lift cylinder 32 - 1 (effort point) and the lift cylinder 32 - 1 (effort point). Most of the load of the conveyed object lifted by the fork 33 is supported by the load tire 35 attached to one end of the long lever. Therefore, from the balance of the moments of the fork 33 and the lift cylinder 32 - 1, the load borne by the lift cylinder 32 - 1 is smaller than the load borne by the fork 33, and although a downward load that hinders the floating of the vehicle body 31 is required, it can be sufficiently compensated by the weight of the vehicle body 31 with a small part of the load of the conveyed object.

[0021] Therefore, the development technology of the single - side conveying method for conveying with a part of the wheels of the carriage floating was considered from the perspective of such a lever principle (Patent Documents 7 - 9). As a result, Patent Documents 7 and 8 are considered to be the floating of the conveyed object based on the principle of the third - type lever. When the weight of the conveyed object increases, the phenomenon shown in paragraph 0016 occurs, and it is speculated that the driving wheels will spin. Also, in both cases, since they are configured such that they cannot perform flexible operations like a robot, such as 90 - degree and 180 - degree rotations of the conveying vehicle, the conveying vehicle and the carriage are conveyed as a towing vehicle that rotates integrally, so there is also a problem that the turning radius becomes large and the degree of freedom of conveyance of the carriage is low.

[0022] In addition, Patent Document 9 is considered to be the floating of a conveyed object based on the principle of the second type of lever, and is equipped with wheels corresponding to the load tires of the reach-type forklift described in paragraph 0018. Therefore, it is considered that the problem of the floating of the transport vehicle when the weight of the conveyed object is large can be solved. However, also in this case, since the transport vehicle and the carriage are integrated without having a rotatable connecting shaft, the configuration is such that the function of the transport vehicle capable of the operation of a robot that can spin-turn on the spot cannot be exhibited. There is a problem that the turning radius of the towing vehicle for the transport vehicle to tow the carriage becomes large and the degree of freedom of conveyance of the carriage is low.

[0023] As described above, various technologies for transporting carriages such as dollies, four-wheeled carriages, and six-wheeled carriages have been studied. However, in the towing and transporting technology of carriages with excellent steerability that enable free forward, backward, and turning movements, including six-wheeled carriages with a large load capacity, there is still room for improvement.

Prior Art Documents

Patent Documents

[0024]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Patent Document 5

Patent Document 6

Patent Document 7

Patent Document 8

Patent Document 9

Non-Patent Literature

[0025]

Non-Patent Literature 1

Non-Patent Literature 2

Summary of the Invention

Problems to be Solved by the Invention

[0026] In view of the situation described in the above background art, the present invention provides a traction conveyance technique by a single-side conveyance type automatic conveyance vehicle such as a dolly, a four-wheeled vehicle, and a six-wheeled vehicle, which has excellent steerability enabling free forward, backward, and turning conveyance. In particular, it is an object of the present invention to provide a traction conveyance technique of a carriage that can solve the floating of a conveyance vehicle and the accompanying wheel spin of drive wheels in a six-wheeled vehicle with a large loading weight in a single-side conveyance method in which a part of the wheels of the carriage is in a floating state.

[0027] This single-sided conveying method uses the rear wheels of the carriage on the side opposite to the advancing direction of the conveying vehicle that pulls the carriage, so all operations including the turning, forward movement, and backward movement of the carriage can be performed without difficulty, such as when conveying a unicycle or a bicycle, and extremely high steering flexibility can be ensured. Furthermore, since the entire load of the carriage is not loaded, a simple lifting mechanism can be used, there is no need to release the wheel stopper, and the problems based on the central fixed wheel of the six-wheel carriage can also be solved. However, in the case of conveying a six-wheel carriage with a large load, the problem of wheel spin of the driving wheels due to the floating of the conveying vehicle hinders its practical application. Therefore, the present invention first provides a towing and conveying technology for a carriage that can solve the floating of the conveying vehicle and the accompanying wheel spin of the driving wheels in a single-sided conveying method in which a part of the wheels of the carriage is conveyed in a floating state, in a large six-wheel carriage with a loading weight of 300 kg or more.

[0028] And AGVs, AMRs, etc. can perform operations like robots, and the significance of using AGVs, AMRs, etc. as carriage automatic conveyors also lies in having a high degree of conveying freedom that can rotate 90 degrees and 180 degrees on the spot. Therefore, as a second problem, it is to provide a towing and conveying technology for a carriage that can be maximally exerted without impairing this high degree of conveying freedom.

[0029] That is, the present invention aims to provide a towing and conveying technology for a single-sided conveying method that can accommodate evolving automatic conveyors and all carriages including six-wheel carriages with increasing demand.

[0030] Therefore, based on the recognition that the biggest problem with the transportation method of the third cart is that the advantage that the transportation device pulling the cart can use automatic guided vehicles (AGVs), autonomous mobile robots (AMRs), etc., which is that the weight of the automatic guided vehicle is small, has become a disadvantage of wheel spin of the drive wheels, the inventors started to consider solutions. As a result, in the lifting mechanism for floating the cart based on the principle of the third kind of lever, by adding means for assisting in supporting the load of the cart and using the lifting mechanism for floating the cart based on the principle of the second kind of lever, and optimizing the means for supporting the load of the cart in that case, it was found that the problem can be solved, leading to the completion of the present invention.

[0031] That is, the cart automatic guided vehicle of the present invention uses a lever and a lifter installed on the upper part of a self-propelled vehicle with drive wheels, and is connected to the cart by floating the end of the cart, and is a cart automatic guided vehicle that pulls and transports the cart. The lever serves as a lever, and is in the form of a keyhole connector with both ends bent at a substantially right angle in opposite directions at predetermined positions for floating the end of the cart. One end of the lever is used as a fulcrum and is pivotally supported vertically on the upper part of the cart automatic guided vehicle. The other end of the lever is used as a point of action and extends forward of the cart so as to be able to support it. A predetermined position of the lever is used as a point of force and is pivotally supported vertically on the upper part of the lifter. It is characterized by being provided with a load assisting mechanism that bears a part of the load of the cart.

[0032] Although various configurations can be considered for the load assisting mechanism, in particular, it is preferable for preventing the floating of the cart automatic guided vehicle, that is, the wheel spin of its drive wheels, that the load assisting mechanism is configured such that the lever is rotatably divided and connected between the point of force and the point of action, and one or more load wheels having the function of wheels and supporting the divided lever on the side of the point of action between the point of action and the cart automatic guided vehicle on the floor surface.

[0033] In addition, the load assisting mechanism has a configuration in which a load frame that supports the automatic trolley conveyor on the floor surface and has a load wheel with the function of a wheel at its tip extends from behind the automatic trolley conveyor between the trolley and the floor surface, which is extremely effective for preventing the driving wheels of the automatic trolley conveyor from spinning.

[0034] Furthermore, an effective way with a simple method is to provide a counterweight in front of the automatic trolley conveyor as a load assisting mechanism, following the counterbalanced forklift. In order to reduce the load of this counterweight, it is preferable to use it in combination with any of the above load assisting mechanisms. As a result, the load on the automatic trolley conveyor is reduced, and for example, in the case of an electric automatic conveyor, the charging interval can be extended.

[0035] The automatic trolley conveyor equipped with such a load assisting mechanism functions most effectively when the rotation center of the automatic trolley conveyor, the longitudinal axis of the lever, the center of gravity of the elevator, the center of gravity of the load assisting mechanism, and the longitudinal axis of the trolley are in substantially the same vertical plane.

[0036] Furthermore, since the rotation center of the automatic trolley conveyor and the center of gravity of the elevator are on substantially the same vertical line, a part of the load of the trolley is evenly loaded on the automatic trolley conveyor, so the burden borne by the load assisting means for preventing the driving wheels from spinning is reduced.

[0037] On the other hand, when transporting using all the wheels of a long and narrow six-wheel trolley, the swaying is intense. Therefore, in the single-side carrying method, only the rear swivel wheels are used for transportation, but it is preferable to be equipped with a sway damping mechanism that alleviates the front-back swaying in the traveling direction of the automatic trolley conveyor. For the same reason, it is more preferable for the load assisting mechanism to be equipped with a sway damping mechanism that alleviates the front-back and / or left-right swaying in the traveling direction of the automatic trolley conveyor.

[0038] The trolley automatic transporter described above can prevent the driving wheels from spinning. However, since the trolley is not rotatably connected to the trolley transporter, it is not possible to use a spin turn such as a 90-degree or 180-degree turn of the trolley transporter to transport the trolley. Therefore, there is a limit to the degree of freedom of the steering of the towing vehicle in which the trolley transporter and the trolley are connected. Thus, the present invention provides a trolley automatic transporter that also takes this point into consideration.

[0039] That is, the present invention is a trolley automatic transporter that uses a lever (a crowbar) and a lift installed on the upper part of a transporter that self-propels with driving wheels, connects to the trolley by floating the end of the trolley, and towes and transports the trolley. The lever has a keyhole connector shape in which both ends are bent at a substantially right angle in opposite directions for floating the end of the trolley. One end of the lever is used as a force point and is rotatably connected horizontally to the lift on the upper part of the trolley automatic transporter. The other end of the lever is used as a fulcrum, and a load wheel that supports the trolley on the floor surface and has the function of a wheel is provided. The lever is rotatably divided and connected between the force point and the fulcrum so as to function as an action point at a predetermined position of the lever.

[0040] In this case, from the viewpoint of the steering performance of the towing vehicle in which the trolley transporter and the trolley are connected, it is more preferable that the rotation center of the trolley automatic transporter and the center of gravity of the lift are on substantially the same vertical line, so that a spin turn or the like of the trolley transporter becomes possible.

[0041] Also, in this case too, in order to prevent the rocking of the towing vehicle as much as possible, it is preferable that the lever is provided with a rocking buffer mechanism that alleviates the rocking of the transporter in the front-rear and / or left-right directions of the traveling direction of the transporter.

[0042] The above bogie transporter with high running freedom uses the principle of the second-class lever, but it is also possible to achieve the same function in a bogie transporter using the principle of the third-class lever. That is, the bogie transport device of the present invention uses a lifter connected outside the bogie at one end of an arm equipped on the upper part of a transporter that self-propels with drive wheels, and is connected to the bogie by floating the end of the bogie, and is a bogie automatic transporter that pulls and transports the bogie, The other end of the arm is horizontally rotatably connected to the bogie as a fulcrum for floating the bogie by the lifter. The lifter is equipped with a mechanism for raising and lowering the fork with an actuator, and is mounted such that the fork operates as a point of application and the actuator operates as a point of force, and may be configured to include a load assisting mechanism that bears a part of the load of the bogie.

[0043] Here, the load assisting mechanism is not particularly limited, but it is preferable that a load frame having a load wheel that supports the bogie automatic transporter on the floor surface and has the function of a wheel at its tip extends between the bogie and the floor surface from the rear of the bogie automatic transporter.

[0044] Also, a similar effect can be achieved even if the load assisting mechanism is configured such that a spring having a load wheel that supports the bogie automatic transporter on the floor surface and has the function of a wheel at its tip supports the fork.

[0045] And, as a simple load assisting mechanism, a counterweight disposed in front of the bogie automatic transporter can be mentioned. Also in this case, as already described, in order to reduce the load of this counterweight, it is preferable to use it in combination with any of the above load assisting mechanisms.

[0046] Regarding this bogie transporter using the principle of the third-class lever as well, as described for the bogie transporter using the principle of the second-class lever, it is preferable that the fulcrum and the rotation center of the bogie automatic transporter are on the same vertical line, and it is preferable that the arm is provided with a swing buffering mechanism that alleviates the swing in the front-rear and / or left-right directions of the traveling direction of the transporter.

[0047] For the trolley automatic transporter of the present invention described above, various automatically unmanned traveling transporters can be modified and used. However, it is functionally and economically appropriate to use an AGV (Automatic Guided Vehicle) or an AMR (Autonomous Mobile Robot) as the basic framework.

[0048] In addition, since the trolley automatic transporter of the present invention operates in an environment where the equipment layout of logistics facilities, warehouses, etc. changes drastically and trolleys, etc. travel and gather densely, it is necessary to be equipped with peripheral environment detection sensors as needed in the front, rear, and sides of the trolley automatic transportation. In particular, as the peripheral environment detection sensor, it is preferably a LiDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) with excellent detection ability.

Advantages of the Invention

[0049] According to the cantilevered conveyance type trolley automatic transporter of the present invention, the floating of the transporter in a large six-wheel trolley with a loading weight of 300 kg or more and the accompanying wheel spin do not occur. It can perform all operations including the turning, forward movement, and backward movement of the trolley as if it were transporting a unicycle or a bicycle without difficulty. It can ensure extremely high steering freedom, and since the total load of the trolley is not loaded, a simple lifting mechanism can be used, there is no need to release the wheel stopper, and the problem based on the central fixed wheel of the six-wheel trolley can be solved.

[0050] Furthermore, according to the cantilevered conveyance type trolley automatic transporter of the present invention, it can perform operations like those of robots possessed by AGVs, AMRs, etc., and can exhibit extremely high conveyance freedom.

Brief Description of the Drawings

[0051]

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Embodiments for Carrying out the Invention

[0052] Hereinafter, the present invention will be specifically described using a plurality of embodiments shown in the drawings. However, the present invention is not limited to these, and various modifications can be made and implemented without departing from the gist of the present invention, and it is limited only by the technical idea described in the claims.

[0053] Figure 4 shows a cantilever conveyor type load spring type trolley automatic transport vehicle 200 that is connected to the six-wheel weighing trolley 10 by floating the front base frame 11-1 at the end of the six-wheel weighing trolley 10 using a lever 220 and a lifter 230 equipped on the upper part of a transport vehicle that self-propels with drive wheels, and that pulls and transports the six-wheel weighing trolley 10. It is a side schematic diagram showing the situation of pulling and transporting the six-wheel weighing trolley 10.

[0054] The lever 220 is in the form of a keyhole-shaped connector with both ends bent at a substantially right angle in opposite directions for floating the front base frame 11-1 at the end of the six-wheel weighing trolley 10. A connecting shaft 221 with the transport vehicle at one end of this lever 220 is pivotally supported vertically rotatably at the upper part of the trolley automatic transport vehicle 200 as a fulcrum for floating the six-wheel weighing trolley 10, and the other end of the lever 220 extends so as to be able to support the front base frame 11-1 at the end of the trolley 10 with the contact part with the six-wheel weighing trolley 10 as the point of action. Also, with a connecting shaft 222 between the lever 220 and the lifter 230 at a predetermined position of the lever 220 as the point of force, it is pivotally supported vertically rotatably at the upper part of the lifter 230. Therefore, it can be regarded as a trolley automatic transport vehicle using the principle of a third-class lever. Therefore, with the lever 220 as the fulcrum 221, the moment B2 of the point of force 222 and the moment B3 of the point of action 225 are balanced, and the six-wheel weighing trolley 10 is floated by the lever 200. However, when the load of the six-wheel weighing trolley 10 increases, the moment B3 exceeds the moment B2, and an upward force B4 acts on the fulcrum 221 that was supported by the load B1 of the trolley automatic transport vehicle 200, causing the trolley automatic transport vehicle 200 to float and the drive wheels 250 to spin.

[0055] Therefore, it is necessary to provide a load assisting mechanism that bears part of the load of the six-wheel balance trolley 10. In this cantilever conveying type load spring type trolley automatic transporter 200, as the trolley load assisting mechanism, a load assisting support portion 240 in which a load wheel 242 is provided at one end of a load spring 241 is mounted, and the floating of the trolley automatic transporter 200 and the idling of the drive wheels are eliminated. In the present invention, the use of "load" as a prefix for load spring, load hole, load frame, etc. means that a load is applied.

[0056] FIG. 5 is a side schematic diagram showing a first cantilever conveying type load frame type trolley automatic transporter (1) 300 characterized in that the load assisting support portion 340 having a configuration in which a load frame 342 having a load wheel 341 at its tip extends between the trolley and the floor surface from the rear of the trolley automatic transporter, and a situation in which it pulls and conveys the six-wheel balance trolley 10.

[0057] In this case, when the load capacity increases like the six-wheel balance trolley 10 and the moment C3 of the action point 324 exceeds the moment C2 of the force point 330, as in FIG. 4, idling of the drive wheels 350 due to the floating of the trolley automatic transporter 300 occurs, and the load wheel 341 prevents such adverse effects.

[0058] FIG. 6 is a side schematic diagram (a) showing a second cantilever conveying type load frame type trolley automatic transporter (2) 400 characterized in that a swing buffering mechanism is mounted on the trolley support base 423 of the lever in the first cantilever conveying type load frame type trolley automatic transporter (1) 300 shown in FIG. 5, and a plan schematic diagram (b) of the swing buffering trolley support base of the lever on which the swing buffering spring is mounted, and a situation in which it pulls and conveys the six-wheel balance trolley.

[0059] Since the six-wheel weighing bogie 10 is slender and tall, rocking as described with reference to FIG. 1 is likely to occur. Therefore, even in a towing vehicle connected to the bogie automatic transporter 400 and the six-wheel weighing bogie 10, it is necessary to pay attention to rocking. Here, as an example, FIG. 6 shows a rocking buffer bogie support 423 of a lever capable of mitigating the side-to-side rocking of the bogie support rocking shaft 423-1 with a rocking buffer spring 423-2. Further, the bogie-transporter connecting member 423-4 is inserted into the front support pipe 12-1 of the six-wheel weighing bogie 10 to strengthen the connection between the bogie automatic transporter 400 and the six-wheel weighing bogie 10 and is provided to reduce the rocking of the towing vehicle.

[0060] FIG. 7 is a schematic side view showing a situation where a third single-sided conveying type load frame type bogie automatic transporter (3) 500, in which the rotation center of the first single-sided conveying type load frame type bogie automatic transporter (1) 300 shown in FIG. 5 and the center of gravity of the elevator 330 are made to coincide, and the six-wheel weighing bogie 10 is towed and conveyed. Since the moment D2 of the force point 522 of the lever 520 is evenly applied to this bogie automatic transporter (3) 500 in this way, even if the moment D3 of the action point 524 exceeds the moment D2 of the force point 522, the force D5 supported by the load wheel 541 becomes minute, ensuring more stable traveling.

[0061] FIG. 8 is a schematic side view (a) showing a situation where a fourth single-sided conveying type load frame type bogie automatic transporter (4) 600, in which a rocking buffer portion 625 of a lever composed of a rocking buffer spring 625-1, a spring mounting portion 625-2, and a slit 625-3 is attached to the lever 620, and the six-wheel weighing bogie is towed and conveyed, and a schematic plan view (b) of the lever 620 provided with the rocking buffer portion 625 of the lever in (a).

[0062] Such a rocking buffer 620 can mitigate the longitudinal rocking of the entire towing vehicle where the bogie automatic transporter 500 and the six-wheel weighing bogie 10 are connected, and effectively functions for sudden acceleration and sudden stop due to unforeseen events. Such a mechanism is more preferably used in combination with the lateral rocking buffer mechanism shown in FIG. 6.

[0063] FIG. 9 shows a first single-sided transport type rotating load frame type bogie automatic transporter (1) 700 that is connected to the six-wheel weighing bogie 10 by floating the front base frame 11-1 at the end of the six-wheel weighing bogie 10 using a lever 720 and a lifter 730 equipped on the upper part of a transporter that self-propels with drive wheels, and that tow and transports the six-wheel weighing bogie 10. It is a side schematic diagram showing a situation where it tow and transports the six-wheel weighing bogie 10. And, (a) and (b) respectively show the situations before and after floating the six-wheel weighing bogie 10.

[0064] The lever 720 of this first cantilever - type rotating load - frame trolley automatic transporter (1) 700 is in the form of a key - wire connector with both ends bent at a substantially right angle in opposite directions at predetermined positions to lift the front base frame 11 - 1 at the end of the six - wheel weighing trolley 10. The connecting shaft 721 with the elevator 730 at one end of this lever 720 is pivotally supported horizontally at the upper part of the trolley automatic transporter 700 as the force point for lifting the six - wheel weighing trolley 10. A load wheel 723 - 1 that supports the six - wheel weighing trolley 10 on the floor surface and has the function of a wheel is provided as a fulcrum at the other end of the lever 720. Also, the lever 720 is rotatably divided and connected between the force point 721 and the fulcrum 723 - 1 so that a predetermined contact part 724 between the lever 720 and the six - wheel weighing trolley 10 functions as the point of application 724. In this way, the part where the lever 720 is rotatably divided is the trolley support base 723 of the lever, and a load frame 723 - 2 with a load wheel 723 - 1 at the tip and a vertical frame 723 - 3 are rotatably connected. And the connecting shaft 721 between the lever 720 and the elevator 730 is lifted by the elevator to lift the six - wheel weighing trolley 10. Therefore, this first cantilever - type rotating load - frame trolley automatic transporter (1) 700 can be regarded as using the principle of a second - class lever to lift the six - wheel weighing trolley 10.

[0065] In this case, with the load wheel 723 - 1 as the fulcrum, the moment E2 acting on the force point of the connecting shaft 721 between the lever 720 and the elevator 730 and the moment E3 acting on the point of application of the contact part 724 between the trolley support base 723 of the lever and the six - wheel weighing trolley 10 are balanced to lift the six - wheel weighing trolley 10. Also, since the force point 721 is at the rotation center of the trolley automatic transporter 700, in particular, there is no need to provide a load - assisting mechanism. Even if the force point 721 is not at the rotation center of the trolley automatic transporter 700, since the distance from the fulcrum 723 - 1 is longer for the force point 721 than for the point of application 724, the force required at the force point 721 is small, so even without a load - assisting mechanism, it can be compensated by the load of the trolley automatic transporter 700.

[0066] Furthermore, since the connecting shaft 721 to the elevator 730 at one end of the lever 720 is pivotally supported horizontally at the upper part of the carriage automatic transporter 700, the carriage automatic transport device 700 can perform a spin turn like a robot, can transport the carriage with a free movement, and has extremely excellent steerability of the towing vehicle.

[0067] In the case of the first single-sided conveying type rotating load frame type carriage automatic transporter (1) 700 as well, as shown in FIGS. 6 and 8, it is preferable to provide a swing buffering mechanism. FIG. 10 is a side schematic diagram (a) showing a second single-sided conveying type rotating load frame type carriage automatic transporter (2) 800 in which a swing buffering mechanism is attached to the first single-sided conveying type rotating load frame type carriage automatic transporter (1) 700 shown in FIG. 9 according to an embodiment of the present invention, a plan schematic diagram (b) of the carriage support base 823 of the lever to which the swing buffering spring 823-6 in (a) is attached, and a plan view (c) of the connecting portion of the lever 820 to the elevator to which the swing buffering spring 825-1 in (a) is attached.

[0068] In FIG. 10, as an example, a second single-sided conveying type rotating load frame type carriage automatic transporter (2) 800 using the swing buffering mechanism shown in FIGS. 6 and 8 is shown. A carriage support base swing shaft 823-5 is clamped by a swing buffering spring 823-6 on the carriage support base 823 of the lever, and a mechanism for absorbing lateral rocking in the front-rear direction is provided together with a swing shaft fixing member 823-7. A swing buffering portion 825 of the lever for absorbing lateral rocking in the left-right direction, which is composed of a swing buffering spring 825-1 and a spring mounting portion 825-2, is provided at the connecting portion of the lever 820 to the elevator.

[0069] Furthermore, FIG. 11 shows a first single-sided conveying type lifter type carriage automatic transporter (1) 900 that can float the six-wheel balance carriage 10 based on the principle of a third-class lever and can perform spin turns such as 90-degree turns and 180-degree turns of the carriage automatic transporter.

[0070] Figure 11 shows a first single - supported transport - type lifter - type cart automatic transport vehicle (1) 900 which is connected to the six - wheel weighing cart 10 by floating the front base frame 11 - 1 at the end of the six - wheel weighing cart 10 using a lifter 930 connected outside the transport vehicle and attached to one end of an arm 920 equipped on the upper part of a transport vehicle that self - runs on drive wheels according to an embodiment of the present invention, and is a side - view schematic diagram showing the situation where it pulls and transports the six - wheel weighing cart 10.

[0071] The arm 920 operates with the lift cylinder 932 that raises and lowers the fork 933 constituting the lifter 930 as the force point and the fork 933 as the action point, with the cart - towing rotation shaft 940, which is rotatably connected to the lifter 930 in the horizontal direction, as the fulcrum. Therefore, it can be regarded as floating the six - wheel weighing cart 10 according to the principle of the third - class lever. Thus, when the moment F3 applied to the fork 933 is larger than the moment F2 applied to the lift cylinder 932, an upward force F4 acts on the fulcrum of the cart - towing rotation shaft 940, which is only held by the load of the cart automatic transport vehicle 900, causing the cart automatic transport vehicle 900 to float and the drive wheels 950 to spin.

[0072] Therefore, it is necessary to provide a load - assisting mechanism that bears a part of the load of the six - wheel weighing cart 10. In Figure 11, as an example, similar to Figures 5 - 8, a load frame 972 that extends between the six - wheel weighing cart 10 and the floor surface from the rear of the cart automatic transport vehicle 900 and has a load wheel 971 at its tip, which supports the cart automatic transport vehicle 900 on the floor surface and has the function of a wheel, is used as the load - assisting mechanism.

[0073] Also in this case, in order to prevent the rocking caused by the six - wheel weighing cart 10, it is preferable to use a second single - supported transport - type lifter - type cart automatic transport vehicle (2) 1000 equipped with a rocking - damping part 1022 composed of a rocking - damping spring 1022 - 1 and a spring - mounting part 1022 - 2 as shown in Figure 12, similar to Figures 8 and 10.

[0074] Furthermore, the load assisting mechanism of the first cantilevered carrier type lifter trolley automated guided vehicle (1) 900 shown in FIG. 11 may be used as the load assisting mechanism shown in FIG. 4, and may be the third cantilevered carrier type lifter trolley automated guided vehicle (3) 1100 shown in FIG. 13.

[0075] FIG. 13 is a schematic side view of a third cantilevered carrier type lifter trolley automated guided vehicle (3) 1100 according to an embodiment of the present invention, which employs a load spring 1171 having a load wheel 1173 at its tip that supports the trolley automated guided vehicle 1100 on the floor surface and functions as a wheel, mounted directly below the fork 1133.

[0076] Since this load assisting mechanism requires expansion and contraction corresponding to the elevation of the fork 1133, the load spring 1171 is a bellows expansion and contraction spring protection cover 1172, which is different from the load assisting mechanism of FIG. 4. In FIG. 13, the six-wheel weighing trolley 10 that would be harmful to the illustration is omitted.

[0077] Furthermore, as an alternative to the load assisting mechanism of the first cantilevered carrier type lifter trolley automated guided vehicle (1) 900 shown in FIG. 11, a counterweight can also be mounted. FIG. 14 shows a fourth cantilevered carrier type lifter trolley automated guided vehicle (4) 1200 according to an embodiment of the present invention, in which the center of gravity of the elevator 1140 of the first cantilevered carrier type lifter trolley automated guided vehicle (1) 900 and the rotation center of the trolley automated guided vehicle are changed to be on the same vertical line, and a counterweight 1280 is mounted on the trolley automated guided vehicle as a load assisting mechanism, and a schematic side view (a) showing a situation where it pulls and transports the six-wheel weighing trolley 10, and a fifth cantilevered carrier type lifter trolley automated guided vehicle (5) 1300 that combines a counterweight 1380 and a load frame 1372 having a load wheel 1371 at its tip that supports the trolley automated guided vehicle on the floor surface and functions as a wheel, extending between the trolley and the floor surface from the rear of the trolley automated guided vehicle, as a load assisting mechanism, and a schematic side view (b) showing a situation where it pulls and transports the six-wheel weighing trolley.

[0078] Thus, it is very easy to utilize the counterweight 24 of the counterbalanced forklift 20 shown in FIG. 2, and it is also effective as an alternative to the load assisting mechanisms of FIGS. 4 to 8. And as shown in FIG. 14(b), it is more preferable to use the counterweight in combination with other load assisting mechanisms, because the load of the counterweight can be reduced.

[0079] On the other hand, making the center of gravity of the elevator and the rotation center of the cart automatic transporter be on the same vertical line has the effect of reducing the load of the counterweight and enhancing the steerability of the towing vehicle connecting the cart automatic transporter and the cart.

Industrial Applicability

[0080] The cart automatic transporter of the present invention unmanned and automates the conveyance of dollies, four-wheel carts, cage carts, six-wheel carts, etc., which operators frequently perform in logistics facilities, warehouses, etc. It is an extremely effective device as a means to significantly reduce the heavy labor of operators and solve the shortage of labor force, which are strong social demands. In particular, the present invention provides a cart conveyance technology that has never existed before, namely, the automatic conveyance of a six-wheel cart with a large loading weight and a wide range of uses. Therefore, the industrial applicability is extremely high.

[0081] On the other hand, the towing conveyance technology of the present invention includes an elemental technology for creating a logistics device capable of safely and gently conveying goods, and has a high possibility of being applied to a wide variety of logistics systems, and is expected to greatly contribute to the progress of logistics systems.

Explanation of Reference Numerals

[0082] 10 Six-wheel weighing cart 11 Base 11-1 Front base frame 11-2 Rear base frame 11-3 Center frame 11-4 Front bumper 11-5 Rear bumper 12 Support pipe 12-1 Front support pipe 12-2 Rear support pipe 13 Wheels 13-1 Front swivel wheel 13-2 Rear swivel wheel 13-3 Central fixed wheel 13-4 Shaft 13-5 Fork 14 Top plate 15 Guard frame 15-1 Front guard frame 15-2 Rear guard frame 16 Shelf support frame 17 Stopper 20 Counterbalanced forklift 21 Vehicle body 22 Mast 22-1 Lift cylinder 23 Fork 24 Counterweight 25 Wheels 25-1 Driving wheel 25-2 Steering wheel 26 Driving device 27 Seat 28 Head guard 30 Reach forklift 31 Vehicle body 32 Mast 32-1 Lift cylinder 33 Fork 34 Rear wheels 34-1 Driving wheel 34-2 Caster wheel 35 Load wheel 36 Load frame 37 Driving device 38 Head guard 100 Single-side conveying type automatic guided vehicle 110 Vehicle body 120 Lever 121 Connecting shaft (fulcrum) between lever and carrier 122 Connecting shaft (force point) between lever and elevator 123 Truck support stand of lever Contact part (point of action) between 124 trolley support stands and six-wheel weighing trolley 130 Elevator 140 Driving wheel 150 Driven wheel 151 Front driven wheel 152 Rear driven wheel 200 Single-side conveying type load spring trolley automatic transporter 210 Vehicle body 220 Lever 221 Connecting shaft (fulcrum) between lever and transporter 222 Connecting shaft (point of force) between lever and elevator 223 Rotating trolley support stand of lever 224 Trolley support stand rotation shaft of lever 225 Contact part (point of action) between trolley support stand of lever and six-wheel weighing trolley 230 Elevator 240 Load auxiliary support part (swinging buffer part) 241 Load spring 242 Load wheel 250 Driving wheel 260 Driven wheel 261 Front driven wheel 262 Rear driven wheel 300 First single-side conveying type load frame trolley automatic transporter (1) 310 Vehicle body 320 Lever 321 Connecting shaft (fulcrum) between lever and transporter 322 Connecting shaft (point of force) between lever and elevator 323 Trolley support stand of lever 324 Contact part (point of action) between trolley support stand and six-wheel weighing trolley 330 Elevator 340 Load auxiliary support part 341 Load wheel 342 Load frame 350 Driving wheel 360 Driven wheel 361 Front driven wheel 362 Rear driven wheel 400 Second Cantilever Conveyor Type Load Frame Type Trolley Automatic Conveyor (2) 410 Vehicle Body 420 Lever 421 Connecting Shaft (Pivot Point) between Lever and Conveyor 422 Connecting Shaft (Force Point) between Lever and Elevator 423 Swing Buffer Trolley Support Base of Lever 423-1 Trolley Support Base Swing Shaft 423-2 Swing Buffer Spring 423-3 Trolley Support Base Connecting Member 423-4 Trolley-Conveyor Connecting Member (Insertion Cylindrical Body into Front Support Pipe) 424 Contact Part (Acting Point) between Trolley Support Base of Lever and Six-Wheel Balance Trolley 430 Elevator 440 Load Auxiliary Support Part 441 Load Wheel 442 Load Frame 450 Driving Wheel 460 Driven Wheel 461 Front Driven Wheel 462 Rear Driven Wheel 500 Third Cantilever Conveyor Type Load Frame Type Trolley Automatic Conveyor (3) 510 Vehicle Body 520 Lever 521 Connecting Shaft (Pivot Point) between Lever and Conveyor 522 Connecting Shaft (Force Point) between Lever and Elevator 523 Trolley Support Base of Lever 524 Contact Part (Acting Point) between Trolley Support Base and Six-Wheel Balance Trolley 530 Elevator 540 Load Auxiliary Support Part 541 Load Wheel 542 Load Frame 550 Driving Wheel 560 Driven Wheel 561 Front Driven Wheel 562 Rear Driven Wheel 600 Fourth Cantilever Conveyor Type Load Frame Type Trolley Automatic Conveyor (4) 610 Vehicle Body 620 Lever Connecting shaft (fulcrum) between the 621 lever and the carrier vehicle Connecting shaft (effort point) between the 622 lever and the elevator Trolley support base of the 623 lever 623-1 Trolley-carrier vehicle connecting member (insertion cylinder into the front support pipe) Contact part (point of action) between the trolley support base and the six-wheel balance trolley Oscillation buffer part of the 625 lever 625-1 Oscillation buffer spring Spring mounting part 625-3 Slit 630 Elevator 640 Load auxiliary support part 641 Load wheel 642 Load frame 650 Driving wheel 660 Driven wheel 661 Front driven wheel 662 Rear driven wheel 700 First single-sided conveying type rotating load frame type trolley automatic carrier vehicle (1) 710 Vehicle body 720 Lever Connecting shaft (effort point) between the 721 lever and the elevator Trolley support base of the 723 lever 723-1 Load wheel (fulcrum) 723-2 Load frame 723-3 Vertical frame Connecting rotation shaft between the 723-4 vertical frame and the load frame Contact part (point of action) between the trolley support base and the six-wheel balance trolley 730 Elevator 750 Driving wheel 760 Driven wheel 761 Front driven wheel 762 Rear driven wheel 800 Second single-sided conveying type rotating load frame type trolley automatic carrier vehicle (2) 810 Vehicle body 820 Lever Connecting shaft (effort point) between the 821 lever and the elevator Trolley support base of the 823 lever 823-1 Load Wheel (fulcrum) 823-2 Load Frame 823-3 Vertical Frame 823-4 Connecting Rotation Axis between Vertical Frame and Load Frame 823-5 Trolley Support Base Rocking Axis 823-6 Rocking Buffer Spring 823-7 Rocking Axis Fixed Member 824 Contact Part (action point) between Trolley Support Base and Six-Wheel Scale Trolley 825 Rocking Buffer Part of Lever 825-1 Rocking Buffer Spring 825-2 Spring Mounting Part 830 Elevator 850 Driving Wheel 860 Driven Wheel 861 Front Driven Wheel 862 Rear Driven Wheel 900 First Single-Sided Conveyor-Type Lifter Trolley Automatic Conveyor Vehicle (1) 910 Vehicle Body 920 Trolley Towing Arm 921 Connecting Member between Lever and Trolley Towing Rotation Axis 930 Lifter 931 Mast 932 Lift Cylinder 933 Fork 934 Lifter Support Wheel 940 Trolley Towing Rotation Axis 950 Driving Wheel 960 Driven Wheel 961 Front Driven Wheel 962 Rear Driven Wheel 970 Load Auxiliary Support Part 971 Load Wheel 972 Load Frame 1000 Second Single-Sided Conveyor-Type Lifter Trolley Automatic Conveyor Vehicle (2) 1010 Vehicle Body 1020 Trolley Towing Arm 1021 Connecting Member between Arm and Trolley Towing Rotation Axis 1022 Rocking Buffer Part of Arm 1022-1 Oscillation buffer spring 1022-2 Spring mounting part 1030 Lifter 1031 Mast 1032 Lift cylinder 1033 Fork 1034 Lifter support wheel 1040 Cart towing pivot shaft 1050 Driving wheel 1060 Driven wheel 1061 Front driven wheel 1062 Rear driven wheel 1070 Load auxiliary support part 1071 Load wheel 1072 Load frame 1100 Third single-sided conveyor type lifter truck automatic guided vehicle (3) 1110 Vehicle body 1120 Cart towing arm 1121 Connecting member between arm and cart towing pivot shaft 1130 Lifter 1131 Mast 1132 Lift cylinder 1133 Fork 1134 Lifter support wheel 1140 Cart towing pivot shaft 1150 Driving wheel 1160 Driven wheel 1161 Front driven wheel 1162 Rear driven wheel 1170 Load auxiliary support part (oscillation buffer part) 1171 Load spring 1172 Bellows expansion spring protection cover 1173 Load wheel 1200 Fourth single-sided conveyor type lifter truck automatic guided vehicle (4) 1210 Vehicle body 1220 Cart towing arm 1221 Connecting member between arm and cart towing pivot shaft 1230 Lifter 1231 Mast 1232 Lift cylinder 1233 Fork 1234 Lifter support wheel 1240 Trolley towing pivot shaft 1250 Driving wheel 1260 Driven wheel 1261 Front driven wheel 1262 Rear driven wheel 1280 Load auxiliary support part (counterweight) 1300 Fifth single - supported transport - type lifter - type trolley automatic transport vehicle (5) 1310 Vehicle body 1320 Trolley towing arm 1321 Connecting member between the arm and the trolley towing pivot shaft 1330 Lifter 1331 Mast 1332 Lift cylinder 1333 Fork 1334 Lifter support wheel 1340 Trolley towing pivot shaft 1350 Driving wheel 1360 Driven wheel 1361 Front driven wheel 1362 Rear driven wheel 1370 Load auxiliary support part 1371 Load wheel 1372 Load frame 1380 Load auxiliary support part (counterweight) Arrows indicating the directions of the forces or moments applied to each of the parts A - F (not indicating magnitudes).

Claims

1. A trolley automatic transport vehicle that is connected to the trolley by floating the end of the trolley by using a lever and a lifter equipped on the upper part of a transport vehicle that self - propels with drive wheels, and that pulls and transports the trolley, wherein the lever is in the form of a key - line connector with both ends bent at a substantially right angle in opposite directions at predetermined positions for floating the end of the trolley, pivotally supported at the upper part of the trolley automatic transport vehicle in a vertically rotatable manner with one end of the lever as a fulcrum, extended so as to be able to support the front of the trolley with the other end of the lever as a point of action, pivotally supported at the upper part of the lifter in a vertically rotatable manner with a predetermined position of the lever as a point of force, and is characterized in that a load - assisting mechanism for bearing a part of the load of the trolley is provided.

2. The trolley automatic transport vehicle according to claim 1, wherein the load - assisting mechanism is configured such that the lever is rotatably divided and connected between the point of force and the point of action, and between the point of action and the trolley automatic transport vehicle, one or more load wheels that support the divided lever on the acting - point side on the floor surface and have the function of wheels are provided.

3. The trolley automatic transport vehicle according to claim 1, wherein the load - assisting mechanism is configured such that a load frame that supports the trolley automatic transport vehicle on the floor surface and has a load wheel with the function of a wheel at its tip is extended between the trolley and the floor surface from the rear of the trolley automatic transport vehicle.

4. The trolley automatic transport vehicle according to claim 1, wherein the load - assisting mechanism is a counterweight provided in front of the trolley automatic transport vehicle.

5. The trolley automatic transport vehicle according to claim 1, wherein the rotation center of the trolley automatic transport vehicle, the longitudinal axis of the lever, the center of gravity of the lifter, the center of gravity of the load - assisting mechanism, and the longitudinal axis of the trolley are in substantially the same vertical plane.

6. The trolley automatic transport vehicle according to claim 1, wherein the rotation center of the trolley automatic transport vehicle and the center of gravity of the lifter are on substantially the same vertical line.

7. The trolley automatic transport vehicle according to claim 1, wherein the lever is provided with a swing - damping mechanism for damping the front - and - rear swing in the traveling direction of the trolley automatic transport vehicle.

8. The trolley automatic transport vehicle according to claim 1, wherein the load - assisting mechanism is provided with a swing - damping mechanism for damping the front - and - rear and / or left - and - right swing in the traveling direction of the trolley automatic transport vehicle.

9. A trolley automatic transporter that is connected to the trolley by floating the end of the trolley using a lever and a lifter mounted on the upper part of a transporter that self-propels with drive wheels, and that pulls and transports the trolley, wherein the lever is in the form of a key-line connector with both ends bent at a substantially right angle in opposite directions at predetermined positions for floating the end of the trolley, one end of the lever is connected to the lifter horizontally rotatably at the upper part of the trolley automatic transporter with the one end as a force point, the other end of the lever is provided with a load wheel that supports the trolley on the floor surface and has a function of a wheel with the other end as a fulcrum, the trolley automatic transporter is characterized in that the lever is rotatably divided and connected between the force point and the fulcrum so as to function with a predetermined position of the lever as an action point.

10. The trolley automatic transporter according to claim 9, characterized in that the rotation center of the trolley automatic transporter and the center of gravity of the lifter are on substantially the same vertical line.

11. The trolley automatic transporter according to claim 9, characterized in that the lever is provided with a swing buffering mechanism for alleviating the front-back and / or left-right swing in the traveling direction of the transporter.

12. A trolley automatic transporter that is connected to the trolley by floating the end of the trolley using a lifter connected outside the transporter at one end of an arm mounted on the upper part of a transporter that self-propels with drive wheels, and that pulls and transports the trolley, wherein the other end of the arm is connected to the trolley horizontally rotatably as a fulcrum for floating the trolley by the lifter, the lifter is provided with a mechanism for raising and lowering a fork with an actuator, and is mounted such that the fork operates as an action point and the actuator operates as a force point, the trolley automatic transporter is characterized in that it is provided with a load assisting mechanism for bearing part of the load of the trolley.

13. The trolley automatic transporter according to claim 12, characterized in that the load assisting mechanism is configured such that a load frame having a load wheel that supports the trolley automatic transporter on the floor surface and has a function of a wheel at its tip extends between the trolley and the floor surface from the rear of the trolley automatic transporter.

14. The cart automatic transporter according to claim 12, wherein the load assisting mechanism is a spring that supports the cart automatic transporter on the floor surface and has a load wheel having a function of a wheel at its tip, and supports the fork.

15. The cart automatic transporter according to claim 12, wherein the load assisting mechanism is a counterweight provided in front of the cart automatic transporter.

16. The cart automatic transporter according to claim 12, wherein the fulcrum and the rotation center of the cart automatic transporter are on the same vertical line.

17. The cart automatic transporter according to claim 12, wherein the arm is provided with a swing buffering mechanism that alleviates the swing of the transporter in the front-rear and / or left-right directions of the traveling direction.

18. The cart automatic transporter according to claims 1 to 17, wherein the cart automatic transporter is an AGV (Automatic Guided Vehicle, unmanned transporter) or an AMR (Autonomous Mobile Robot, autonomous mobile transporter robot).

19. The cart automatic transporter according to claims 1 to 17, wherein the cart automatic transporter is provided with a peripheral environment detection sensor.

20. The cart automatic transporter according to claim 19, wherein the peripheral environment detection sensor is a LiDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging).

Images