Overhead vehicle stopping device and vehicle system

Abstract

This ceiling traveling vehicle stopping device is a stopping device which is attached to a rail provided on a ceiling, and which stops a ceiling traveling vehicle that travels along a travel path configured by the rail. The ceiling traveling vehicle stopping device comprises an engagement part that can be engaged with the rail, and a body part including an elongated member extending downward from the engagement part. The body part includes a first part to be detected by an obstacle sensor of a ceiling traveling vehicle that travels along a first travel path on the travel path, and a second part to be detected by an obstacle sensor of a ceiling traveling vehicle that travels along a second travel path parallel to the first travel path on the travel path.

Description

Technical Field

[0001] One aspect of the present invention relates to a ceiling traveling vehicle stop device and a traveling vehicle system.

Background Art

[0002] There is known a ceiling traveling vehicle stop device that is attached to a rail provided on a ceiling and stops a ceiling traveling vehicle that travels along a traveling path constituted by the rail. As this type of technology, for example, Patent Document 1 describes a stop device that stops a ceiling traveling vehicle when detected by an obstacle sensor of the ceiling traveling vehicle. The stop device described in Patent Document 1 includes an engaging portion that can engage with a rail, and an operating rod that extends downward from the engaging portion and sets the engaging portion in either an engaged state or a non-engaged state with respect to the rail.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above-described technology, when there are a plurality of locations in the traveling path where passage of the ceiling traveling vehicle should be prohibited, it is necessary to prepare a plurality of stop devices and attach the stop devices at each of the plurality of locations. Therefore, it is not easy to prohibit passage of the ceiling traveling vehicle at a plurality of locations in the traveling path.

[0005] One aspect of the present invention has been made in view of the above circumstances, and an object thereof is to provide a ceiling traveling vehicle stop device and a traveling vehicle system that can easily prohibit passage of the ceiling traveling vehicle at a plurality of locations in the traveling path.

Means for Solving the Problems

[0006] (1) An overhead vehicle stopping device according to one aspect of the present invention is a stopping device attached to a rail provided on the ceiling and for stopping an overhead vehicle traveling along a travel path formed by the rail, comprising an engaging portion that can engage with the rail and a main body portion including a long member extending downward from the engaging portion, wherein the main body portion includes a first detected portion that is detected by an obstacle sensor of an overhead vehicle traveling along a first travel path in the travel path and a second detected portion that is detected by an obstacle sensor of an overhead vehicle traveling along a second travel path parallel to the first travel path in the travel path.

[0007] In this overhead vehicle stopping device, by engaging the engaging part with the rail, when an overhead vehicle is traveling along the first travel path, the overhead vehicle's obstacle sensor detects the first detected part, stopping the vehicle's movement. When an overhead vehicle is traveling along the second travel path, the overhead vehicle's obstacle sensor detects the second detected part, stopping the vehicle's movement. Therefore, it is possible to prohibit passage on the parallel first and second travel paths at the points where it should be prohibited, without having to prepare and install multiple stopping devices. In other words, it is possible to easily prohibit overhead vehicles from passing at multiple points along the travel paths.

[0008] (2) In the overhead vehicle stopping device described in (1) above, the elongated member may be rod-shaped, and the first detected part and the second detected part may be flat plate-shaped. In this case, the elongated member, the first detected part and the second detected part can be easily constructed.

[0009] (3) In the overhead vehicle stopping device described in (1) or (2) above, the main body includes a first arm member and a second arm member extending from the long member in a direction intersecting the long member, the first detected part may be provided on the first arm member, and the second detected part may be provided on the second arm member. In this case, the first detected part and the second detected part can be arranged using the first arm member and the second arm member.

[0010] (4) In the overhead vehicle stopping device described in any one of the above items (1) to (3), the main body may be deformable between an expanded state in which the obstacle sensor of an overhead vehicle traveling along the second travel path can detect the second detection unit, and a retracted state in which the obstacle sensor of an overhead vehicle traveling along the second travel path cannot detect the second detection unit. In this case, it becomes possible to easily adjust the location where the passage of an overhead vehicle is prohibited.

[0011] (5) In the overhead vehicle stopping device described in any one of the above paragraphs (1) to (4), the main body may include a pressing part that presses the power switch of the overhead vehicle when it comes into contact with the overhead vehicle. In this case, the power to the overhead vehicle that has come into contact with the main body can be turned off by the pressing part, thereby forcibly stopping the overhead vehicle.

[0012] (6) In the overhead vehicle stopping device described in any one of the above items (1) to (5), at least one of the first detected unit and the second detected unit may be configured to be removable from the main unit. In this case, it becomes possible to easily adjust the location where overhead vehicles are prohibited from passing based on the detection results of the obstacle sensor.

[0013] (7) A vehicle system according to one aspect of the present invention comprises rails provided on the ceiling and at least a portion of which are arranged in a grid pattern, a vehicle that travels along a travel path formed by the rails, and a vehicle stopping device according to any one of the above items (1) to (6) for stopping the vehicle that travels along the travel path. In this vehicle system as well, the vehicle stopping device makes it possible to easily prohibit the vehicle from traveling at multiple locations along the travel path.

[0014] (8) In the vehicle system described in (7) above, the rails include a plurality of first straight rails extending in a first horizontal direction and a plurality of second straight rails extending in a second horizontal direction perpendicular to the first direction, and in a plan view, a rectangular area enclosed by a pair of first straight rails and a pair of second straight rails is considered as one cell, the first detected part is detected by an obstacle sensor of an overhead vehicle traveling along a first travel path which is a travel path that passes through the first cell, the second detected part is detected by an obstacle sensor of an overhead vehicle traveling along a second travel path which is a travel path that passes through a second cell adjacent to the first cell, and the main body may include a third detected part detected by an obstacle sensor of an overhead vehicle traveling along a third travel path which is a travel path that passes through a third cell adjacent to the first cell on the opposite side from the second cell, and a fourth detected part detected by an obstacle sensor of an overhead vehicle traveling along a fourth travel path which is a travel path that passes through a fourth cell adjacent to the second cell on the opposite side from the first cell. In this case, in a so-called grid system, it becomes possible to prohibit traffic on each of the parallel first to fourth travel paths using an overhead vehicle stopping device.

[0015] (9) In the vehicle system described in (8) above, the main body may be deformable between a first deployed state in which the obstacle sensor of the overhead vehicle traveling along the third travel path can detect the third detected part and the obstacle sensor of the overhead vehicle traveling along the fourth travel path can detect the fourth detected part; a second deployed state in which the obstacle sensor of the overhead vehicle traveling along the third travel path cannot detect the third detected part and the obstacle sensor of the overhead vehicle traveling along the fourth travel path can detect the fourth detected part; and a retracted state in which the obstacle sensor of the overhead vehicle traveling along the third travel path cannot detect the third detected part and the obstacle sensor of the overhead vehicle traveling along the fourth travel path cannot detect the fourth detected part. In this case, it becomes possible to easily adjust the locations in which the overhead vehicle is prohibited from passing.

[0016] (10) In the vehicle driving system described in (9) above, the main body includes a first arm member and a second arm member extending from the elongated member in a direction intersecting the elongated member, the first arm member includes a first fixed portion and a first movable portion foldably connected to the tip of the first fixed portion via a first hinge, the second arm member includes a second fixed portion and a second movable portion foldably connected to the tip of the second fixed portion via a second hinge, the first detected portion is provided on the first fixed portion, the second detected portion is provided on the second fixed portion, the third detected portion is provided on the first movable portion, and the fourth detected portion is provided on the second movable portion. In this case, the folding structure makes it possible to easily adjust the locations where the overhead vehicle is prohibited from passing.

[0017] (11) In the vehicle system described in (10) above, the first movable part rotates around the first hinge in either a clockwise or counterclockwise direction in a plan view, the second movable part rotates around the second hinge in either a clockwise or counterclockwise direction in a plan view, and the connection point of the first arm member on the elongated member may be separated from the connection point of the second arm member on the elongated member in the longitudinal direction of the elongated member. In this case, the first and second movable parts can be folded so that they overlap in a plan view.

[0018] (12) In the vehicle system described in any one of paragraphs (7) to (11) above, the rails include a plurality of straight rails and intersecting rails arranged horizontally adjacent to the ends of the straight rails with a gap between them, and the engaging portion may include a contact portion that engages with a pair of straight rails that extend in the same direction and are arranged to approach or contact each other, is able to pass through the gap vertically, has a C-shape that opens upward when viewed from the direction along the pair of straight rails, and contacts the upper surface of each of the pair of straight rails. In this case, the engagement of the engaging portion with the rails can be concretely realized in a so-called grid system.

[0019] (14) In the traveling vehicle system according to any one of (7) to (11) above, the rail includes a plurality of straight rails, and the engaging portion engages with a pair of straight rails that extend along the same direction and are arranged so as to approach each other, and includes an insertion portion inserted between the pair of straight rails, and a contact portion connected to the upper side of the insertion portion and contacting the upper surfaces of each of the pair of straight rails. In this case, in a so-called grid system, the engagement of the engaging portion with the rail can be specifically realized.

Advantages of the Invention

[0020] According to one aspect of the present invention, it is possible to provide a ceiling traveling vehicle stop device and a traveling vehicle system that can easily prohibit the passage of a ceiling traveling vehicle at a plurality of locations on a traveling route.

Brief Description of the Drawings

[0021] [Figure 1] FIG. 1 is a perspective view showing a traveling vehicle system according to an embodiment. [Figure 2] FIG. 2 is a side view showing the ceiling traveling vehicle of FIG. 1. [Figure 3] FIG. 3 is a front view showing the fully deployed state of a ceiling traveling vehicle stop device according to an embodiment. [Figure 4] FIG. 4 is a cross-sectional view showing the engaging portion of FIG. 3. [Figure 5] FIG. 5 is a plan view for explaining the engagement of the engaging portion of FIG. 3 with a grid-shaped rail. [Figure 6] FIG. 6(a) is a cross-sectional view taken along line VI-VI of FIG. 3. FIG. 6(b) is a front view showing a partially enlarged view of the ceiling traveling vehicle stop device of FIG. 3. [Figure 7] FIG. 7 is a front view showing the semi-deployed state of a ceiling traveling vehicle stop device according to an embodiment. [Figure 8] FIG. 8(a) is a cross-sectional view corresponding to the cross-section of FIG. 6(a) in the ceiling traveling vehicle stop device of FIG. 7. FIG. 8(b) is a front view showing a partially enlarged view of the ceiling traveling vehicle stop device of FIG. 7. [Figure 9]Figure 9 is a front view showing the stowed state of the overhead vehicle stopping device according to the embodiment. [Figure 10] Figure 10(a) is a cross-sectional view of the overhead vehicle stopping device in Figure 9, corresponding to the cross-section in Figure 6(a). Figure 10(b) is an enlarged front view showing a part of the overhead vehicle stopping device in Figure 9. [Figure 11] Figure 11(a) is a plan view of the grid-like rails illustrating the fully deployed state of the overhead vehicle stopping device. Figure 11(b) is a plan view of the grid-like rails illustrating the partially deployed state of the overhead vehicle stopping device. Figure 11(c) is a plan view of the grid-like rails illustrating the retracted state of the overhead vehicle stopping device. [Figure 12] Figure 12(a) is a plan view of a grid-like rail to illustrate an example of use of the overhead vehicle stopping device. Figure 12(b) is a plan view of a grid-like rail to illustrate another example of use of the overhead vehicle stopping device. Figure 12(c) is a plan view of a grid-like rail to illustrate yet another example of use of the overhead vehicle stopping device. [Figure 13] Figure 13(a) is a front view showing the cart housing the overhead vehicle stopping device. Figure 13(b) is a side view showing the cart housing the overhead vehicle stopping device. [Figure 14] Figure 14 is a cross-sectional view along the line XIV-XIV in Figure 13(b). [Figure 15] Figure 15 is a cross-sectional view showing the engagement portion of a modified example. [Figure 16] Figure 16(a) is a front view showing the engaging portion of Figure 15. Figure 16(b) is a top view showing the engaging portion of Figure 15. Figure 16(c) is a side view showing the engaging portion of Figure 15. [Figure 17] Figure 17 is a front view showing the fully deployed state of the overhead vehicle stopping device according to a modified example. [Modes for carrying out the invention]

[0022] The embodiments will be described below with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant descriptions will be omitted. In the drawings, for the sake of explanation, each configuration according to the embodiment will be shown with the scale appropriately changed. Some drawings will also show the XYZ Cartesian coordinate system. Hereinafter, one direction along the horizontal plane will be referred to as the X direction (first direction), the direction perpendicular to the X direction and along the horizontal plane will be referred to as the Y direction (second direction), and the vertical direction will be referred to as the Z direction.

[0023] As shown in Figure 1, the vehicle system 1 according to this embodiment is a grid system for transporting articles M by overhead vehicles 2 in, for example, a cleanroom in a semiconductor manufacturing plant. The vehicle system 1 comprises, for example, a plurality of overhead vehicles 2, a system controller 5 that controls the plurality of overhead vehicles 2, and a grid-like rail (rail) R on which the plurality of overhead vehicles 2 travel. The articles M are, for example, FOUPs (Front Opening Unified Pods) that house semiconductor wafers, or reticle Pods that house reticles, etc. The overhead vehicles 2 may also be called trolleys, transport vehicles, transport trolleys, or vehicle trolleys, etc.

[0024] The grid-like rail R is installed on or near the ceiling of a building such as a cleanroom. The grid-like rail R extends horizontally and is formed in a grid pattern when viewed from above. The grid-like rail R includes a plurality of first rails R1 extending in the X direction, a plurality of second rails R2 extending in the Y direction, and an intersection rail R3 positioned at the intersection of the first rails R1 and the second rails R2. The upper surfaces of the first rails R1, the second rails R2 and the intersection rails R3 constitute a flat and horizontal running surface. The first rails R1 constitute the first straight rail (straight rail), and the second rails R2 constitute the second straight rail (straight rail).

[0025] In the grid-like rail system R, multiple first rails R1 extend in the X direction at intervals, and multiple second rails R2 extend in the Y direction at intervals. Two intersecting rails R3 are positioned between one first rail R1 and another first rail R1 along the X-direction line. Two intersecting rails R3 are positioned between one second rail R2 and another second rail R2 along the Y-direction line. The multiple first rails R1, multiple second rails R2, and multiple intersecting rails R3 are arranged with a predetermined gap G between them. In other words, the intersecting rails R3 are positioned horizontally adjacent to the ends of the first and second rails R1 and R2 with a gap G between them.

[0026] In this embodiment, the grid-like rail R is constructed by arranging a plurality of rail units 100 in the X and Y directions. Each of the plurality of rail units 100 has a rectangular shape in plan view. Each rail unit 100 includes a pair of first rails R1, R1 that form opposite sides of the rectangle, a pair of second rails R2, R2 that form another opposite side of the rectangle, and four intersecting rails R3 that form the four corners of the rectangle. In each rail unit 100, the first rails R1, the second rails R2 and the intersecting rails R3 are supported by support walls and support columns, etc.

[0027] Multiple rail units 100 are connected to each other by connecting members 140 and suspended from a ceiling or the like (not shown) by multiple suspension members H. In each rail unit 100, a rectangular area (grid) in plan view, enclosed by a pair of opposing first rails R1, R1 and a pair of opposing second rails R2, R2, constitutes one cell C.

[0028] The shape and range (layout) of the grid-like rails R can be adjusted or changed as appropriate by arranging multiple rail units 100 in any layout. The grid-like rails R constitute the travel path for the overhead-running vehicle 2. The travel path is set to pass through (connect) multiple cells C in a plan view. In the grid system, multiple travel paths can be set according to the number of cells C.

[0029] As shown in Figures 1 and 2, the overhead vehicle 2 is connected to a system controller 5 via a communication system (not shown). The overhead vehicle 2 travels along a travel path formed by a grid-like rail R. The overhead vehicle 2 has a trolley 20 that travels on the grid-like rail R, and a main body 10 attached to the lower part of the trolley 20 and rotatable relative to the trolley 20. The trolley 20 includes a trolley unit 50 positioned below the grid-like rail R, and travel sections 30 provided at the four corners of the trolley unit 50 in a plan view. The trolley unit 50 is suspended from the grid-like rail R via the travel sections 30. A trolley controller (control unit) 8 is provided inside the trolley unit 50.

[0030] The main body 10 is rotatable around a rotation axis L10 in the Z direction relative to the trolley unit 50. The main body 10 has, for example, a cylindrical main body frame 12. The main body frame 12 includes a disc-shaped top plate portion 12a and a cylindrical frame 12b hanging down from the periphery of the top plate portion 12a. The main body frame 12 has an open bottom surface. The main body 10 includes a transfer device 18 located inside the main body frame 12.

[0031] The transfer device 18 moves horizontally relative to the traveling section 30 to transfer an item M to, for example, a load port (mounting platform). The transfer device 18 is rotatable around a rotation axis L10. The transfer device 18 includes an item holding section 13 for holding the item M, a lifting drive section 14 for raising and lowering the item holding section 13 in the Z direction, and a side-extension mechanism 11 for sliding the lifting drive section 14 horizontally. Between the side-extension mechanism 11 and the lifting drive section 14, there is a rotation drive section 16 that rotates the lifting drive section 14 relative to the side-extension mechanism 11 around a rotation axis along the Z direction.

[0032] The running section 30 has four running wheels 31. Each running wheel 31 is equipped with two auxiliary wheels 32. The running wheels 31 are rotationally driven by the driving force of a running drive motor (not shown). The running wheels 31 roll on a grid-like rail R. One auxiliary wheel 32 is positioned in front of and behind the running wheel 31 in the direction of travel. The four running wheels 31 are steered by a wheel swivel mechanism (not shown). This makes it possible to switch the direction of travel of the overhead vehicle 2 between the X direction and the Y direction.

[0033] The trolley controller 8 comprehensively controls the overhead trolleys 2. The trolley controller 8 is installed, for example, in the trolley unit 50. The trolley controller 8 controls the movement of the overhead trolleys 2 based on the transport command. The trolley controller 8 controls the transfer operation of the overhead trolleys 2 based on the transport command. The system controller 5 selects one of the multiple overhead trolleys 2 capable of transporting the goods M and assigns a transport command to the selected overhead trolley 2. The transport command includes a travel command to make the overhead trolley 2 travel to the load port, and a command to grab the goods M placed at the load port or a command to unload the held goods M to the load port.

[0034] As shown in Figure 2, the overhead vehicle 2 has an obstacle sensor S1. The overhead vehicle 2 is configured to stop its movement based on the detection result of the obstacle sensor S1. The obstacle sensor S1 detects obstacles located in front of the overhead vehicle 2 in the direction of travel. The obstacle sensor S1 is provided at the bottom of the cylindrical frame 12b. The obstacle sensor S1 is an optical sensor that detects obstacles by emitting detection light, for example. The emission area of ​​the detection light may be linear, strip-shaped, or radial. The obstacle sensor S1 may also be a sensor that can detect the distance from the obstacle sensor S1. The detection result of the obstacle sensor S1 is acquired by the trolley controller 8. When the trolley controller 8 detects an obstacle that is less than or equal to a specified distance from the overhead vehicle 2 using the obstacle sensor S1, it stops the movement of the overhead vehicle 2.

[0035] The overhead vehicle 2 has a tape switch (power switch) 12c. The tape switch 12c is a contact sensor that detects contact with the overhead vehicle 2. The tape switch 12c outputs a signal when it detects contact with the pusher 80, which will be described later. When the tape switch 12c detects contact with the pusher 80, the overhead vehicle 2 stops moving by, for example, cutting off the power.

[0036] As shown in Figure 3, the vehicle system 1 of this embodiment includes an overhead vehicle stopping device 60. The overhead vehicle stopping device 60 will be described in detail below.

[0037] The overhead vehicle stopping device 60 is a stopping device that stops the overhead vehicle 2 traveling along the travel path. The overhead vehicle stopping device 60 is detachably attached to the grid-shaped rail R. The overhead vehicle stopping device 60 comprises an engaging part 61 and a main body part 62. In the following description, the vertical direction will be referred to as the "up and down direction," one horizontal direction as the "left and right direction," and another horizontal direction perpendicular to the left and right direction as the "front and back direction."

[0038] As shown in Figure 4, the engaging portion 61 is a member that can engage with the grid-like rail R. In the illustrated example, the engaging portion 61 engages with a pair of first rails R1, R1 (hereinafter also simply referred to as "the pair of first rails R1, R1") that extend along the same X direction and are aligned in the Y direction so as to be close to each other. The pair of first rails R1, R1 that are close in the Y direction are the first rail R1 included in one rail unit 100 and the first rail R1 included in the other rail unit 100 of a pair of rail units 100 that are adjacent in the Y direction. The pair of first rails R1, R1 may be in contact with each other in the Y direction.

[0039] The engaging portion 61 is a C-shaped hook that opens upward when viewed from the front-rear direction along the first rail R1. The engaging portion 61 is a bent plate shape formed by bending a plate material. The engaging portion 61 includes a contact portion 61A that abuts (contacts and touches) the outer side in the width direction of the upper surface of each of the pair of first rails R1, R1. The contact portion 61A is formed by the upper part of the engaging portion 61 and includes a plane that contacts the upper surface of each of the first rails R1. As shown in Figure 5, the engaging portion 61 has a width shorter than the gap G in the front-rear direction and can pass through the gap G in the vertical direction. The engaging portion 61 engages so as to be suspended from the longitudinal center of the pair of first rails R1, R1.

[0040] As shown in Figures 3, 6(a), and 6(b), the main body 62 includes a pole (long member) 71, a first beam (first arm member) 72, a second beam (second arm member) 73, a first reflector (first detected part) 74, a second reflector (second detected part) 75, a third reflector (third detected part) 76, a fourth reflector (fourth detected part) 77, and a plurality of pushers (pressing parts) 80.

[0041] The pole 71 is rod-shaped and extends downward from the engaging portion 61. The pole 71 is a cylindrical member with its axis oriented vertically. The pole 71 is, for example, about 2 meters long. The upper end of the pole 71 is fixed to the lower surface of the engaging portion 61 at the center in both the left-right and front-back directions. The axial direction of the pole 71 is perpendicular to the lower surface of the engaging portion 61.

[0042] As shown in Figures 3, 7, 8(a), and 8(b), the first beam 72 and the second beam 73 are rod-shaped and extend from the pole 71 along the left-right direction. The first beam 72 extends from the pole 71 to one side in the left-right direction. The first beam 72 includes a first fixed beam (first fixed portion) 72A connected to the pole 71 and a first movable beam (first movable portion) 72B connected to the tip of the first fixed beam 72A.

[0043] The first fixed beam 72A is a cylindrical member with its axial direction in the left-right direction. The first fixed beam 72A extends from the pole 71 toward one side in the left-right direction. The base end of the first fixed beam 72A is fixed to the pole 71 via a connecting portion (connecting point) 91. The first fixed beam 72A is located directly below the first cell C1, which is a cell C formed by either one of a pair of first rails R1, R1 with which the engaging portion 61 engages.

[0044] The first movable beam 72B is a cylindrical member similar to the first fixed beam 72A. The base end of the first movable beam 72B is connected to the tip end of the first fixed beam 72A via a hinge (first hinge) 72C. The first movable beam 72B operates by oscillating around an axis that runs vertically along the hinge 72C. Specifically, in a plan view, the first movable beam 72B moves so that its tip moves counterclockwise and clockwise toward the front. In other words, the first movable beam 72B rotates clockwise and counterclockwise around the hinge 72C in a plan view.

[0045] As a result, the first beam 72 is configured such that the first movable beam 72B at the tip end can be folded relative to the first fixed beam 72A at the base end via a hinge 72C. In the following description, the state in which the first movable beam 72B extends parallel to the first fixed beam 72A (the state in which the first movable beam 72B is not folded relative to the first fixed beam 72A) will also be referred to as the open state of the first beam 72. When the first beam 72 is in the open state, the first movable beam 72B is located directly below the third cell C3, which is the cell C adjacent to the first cell C1 on the side away from the pole 71 in the left-right direction. The hinge 72C is not particularly limited, and for example, a torque hinge (free-stop hinge) may be used.

[0046] As shown in Figures 3, 9, 10(a), and 10(b), the second beam 73 extends from the pole 71 to the other side in the left-right direction. The second beam 73 includes a second fixed beam (second fixed portion) 73A connected to the pole 71 and a second movable beam (second movable portion) 73B connected to the tip side of the second fixed beam 73A. The second fixed beam 73A is a cylindrical member with its axial direction in the left-right direction. The second fixed beam 73A extends from the pole 71 to the other side in the left-right direction. The base end of the second fixed beam 73A is fixed to the pole 71 via a connecting portion (connecting point) 92. The second fixed beam 73A is located directly below the second cell C2, which is a cell C formed by the other of a pair of first rails R1, R1 with which the engaging portion 61 engages.

[0047] The second movable beam 73B is a cylindrical member similar to the second fixed beam 73A. The base end of the second movable beam 73B is connected to the tip end of the second fixed beam 73A via a hinge (second hinge) 73C. The second movable beam 73B operates by oscillating around an axis that runs vertically along the hinge 73C. Specifically, in a plan view, the second movable beam 73B moves clockwise and counterclockwise toward the front. In other words, the second movable beam 73B rotates around the hinge 73C in either a clockwise or counterclockwise direction, or the other direction of rotation, in a plan view.

[0048] As a result, the second beam 73 is configured such that the second movable beam 73B at the tip end can be folded relative to the second fixed beam 73A at the base end via a hinge 73C. In the following, the state in which the second movable beam 73B extends parallel to the second fixed beam 73A (the state in which the second movable beam 73B is not folded relative to the second fixed beam 73A) will also be referred to as the open state of the second beam 73. When the second beam 73 is in the open state, the second movable beam 73B is located directly below the fourth cell C4, which is the cell C adjacent to the second cell C2 on the side away from the pole 71 in the left-right direction. The hinge 73C is not particularly limited, and for example, a torque hinge may be used.

[0049] The connecting portion 91 of the first beam 72 on the pole 71 is separated from the connecting portion 92 of the first beam 72 on the pole 71 by a predetermined length in the vertical direction. The predetermined length is greater than the outer diameter of the first beam 72 and the second beam 73.

[0050] As shown in Figures 3, 6(a), and 6(b), the first and third reflectors 74 and 76 are provided on the first beam 72. The second and fourth reflectors 75 and 77 are provided on the second beam 73. The first to fourth reflectors 74 to 77 are rectangular flat plates of a color (e.g., white) with a reflectivity of light above a certain level for the obstacle sensor S1.

[0051] The first reflector 74 is provided on the first fixed beam 72A. The first reflector 74 has its thickness in the front-to-back direction, and its upper end is detachably fixed to the rear side of the first fixed beam 72A with screws or the like. The first reflector 74 is positioned directly below the first cell C1. The first reflector 74 is detected by the obstacle sensor S1 of the overhead vehicle 2, which travels along the first travel path, which is a travel path that passes through the first cell C1 in the front-to-back direction. The front-to-back direction corresponds to the extending direction of the first rail R1 with which the engaging portion 61 engages.

[0052] The second reflector 75 is provided on the second fixed beam 73A. The second reflector 7 is detachably fixed to the rear side of the second fixed beam 73A with screws or the like, with the front-to-back direction being the thickness direction. The second reflector 75 is positioned in the same position as the first reflector 74 in the vertical direction. The second reflector 75 is positioned directly below the second cell C2. The second reflector 75 is detected by the obstacle sensor S1 of the overhead vehicle 2, which travels along a second travel path that runs parallel to the first travel path and passes through the second cell C2 in the front-to-back direction.

[0053] The third reflector 76 is provided on the first movable beam 72B. The third reflector 76 is fixed to the front side of the first movable beam 72B with screws or the like when the first beam 72 is in the open state, with the front-to-back direction being the thickness direction. The third reflector 76 is positioned in the same position as the first and second reflectors 74 and 75 in the vertical direction. The third reflector 76 is positioned directly below the third cell C3. The third reflector 76 is detected by the obstacle sensor S1 of the overhead vehicle 2, which travels along the third travel path, which is parallel to the first travel path and passes through the third cell C3 in the front-to-back direction.

[0054] The fourth reflector 77 is provided on the second movable beam 73B. The fourth reflector 77 is fixed to the rear side of the second movable beam 73B with screws or the like when the second beam 73 is in the open position, with the front-to-back direction being the thickness direction. The fourth reflector 77 is positioned in the same position as the first to third reflectors 74 to 76 in the vertical direction. The fourth reflector 77 is positioned directly below the fourth cell C4. The fourth reflector 77 is detected by the obstacle sensor S1 of the overhead vehicle 2, which travels along the fourth travel path, which is parallel to the second travel path and passes through the fourth cell C4 in the front-to-back direction.

[0055] The pusher 80 is a component that presses the tape switch 12c of the overhead vehicle 2 when it comes into contact with the overhead vehicle 2. The pusher 80 is a cylindrical component with its axial direction in the vertical direction. The pusher 80 is detachably fixed to the first and second beams 72 and 73 via mounting portions. In the front-rear direction, the pusher 80 is positioned further from the first and second beams 72 and 73 than the first to fourth reflectors 74 to 77. The pusher 80 includes a first pusher 81 and a second pusher 82 which is longer than the first pusher 81.

[0056] The first pusher 81 is provided on the rear side of the tip of the first fixed beam 72A (the end that moves away from the pole 71), the rear side of the base end of the first movable beam 72B, and on the front and rear sides of the tip of the first movable beam 72B when the first beam 72 is in the open state. The lower end of the first pusher 81 provided on the first beam 72 is located above the second beam 73. The first pusher 81 is also provided on the rear side of the tip of the second fixed beam 73A, the rear side of the base end of the second movable beam 73B, and on the front and rear sides of the tip of the second movable beam 73B when the second beam 73 is in the open state. The upper end of the first pusher 81 provided on the second beam 73 is located below the first beam 72.

[0057] The second pusher 82 is provided on the front side of the tip of the first fixed beam 72A and on the front side of the tip of the second fixed beam 73A. The lower end of the second pusher 82 provided on the first beam 72 is located below the second beam 73. The second pusher 82 functions as a stopper to prevent the first movable beam 72B of the closed first beam 72 from moving until it contacts the first fixed beam 72A (see Figure 10(a)). The upper end of the second pusher 82 provided on the second beam 73 is located above the first beam 72. The second pusher 82 functions as a stopper to prevent the second movable beam 73B of the closed second beam 73 from moving until it contacts the second fixed beam 73A (see Figure 10(a)).

[0058] In the above configuration, as shown in Figures 3, 6(a), and 6(b), the main body 62 can be placed in the following fully deployed state (first deployed state: 4-cell type) by extending the first movable beam 72B along the first fixed beam 72A without folding it, and by extending the second movable beam 73B along the second fixed beam 73A without folding it. In the fully deployed state, the obstacle sensors S1 of the overhead vehicle 2 traveling along each of the first to fourth travel paths passing through the first to fourth cells C1 to C4 can detect each of the first to fourth reflectors 74 to 77. Also, in the fully deployed state, if the overhead vehicle 2 comes into contact with the main body 62, the pusher 80 presses the tape switch 12c of the overhead vehicle 2, allowing the overhead vehicle 2 to be brought to an emergency stop.

[0059] Furthermore, as shown in Figures 7, 8(a), and 8(b), the main body 62 can be transformed into the next semi-deployed state (second deployed state: 3-cell type) by rotating the first movable beam 72B counterclockwise in a plan view around the hinge 72C from the fully unfolded state to the closed state in which the first movable beam 72B is folded. In the semi-deployed state, the obstacle sensors S1 of the overhead vehicle 2 traveling along the first, second, and fourth travel paths passing through the first, second, and fourth cells C1, C2, and C4 respectively can detect the first, second, and fourth reflectors 74, 75, and 77 respectively, while the obstacle sensor S1 of the overhead vehicle 2 traveling along the third travel path passing through the third cell C3 cannot detect the third reflector 76. Furthermore, in the partially deployed state, if the overhead vehicle 2 comes into contact with the main body 62, the pusher 80 presses the tape switch 12c of the overhead vehicle 2, allowing the overhead vehicle 2 to be brought to an emergency stop. In the partially deployed state, the second pusher 82 of the first fixed beam 72A functions as a stopper, preventing the first movable beam 72B from rotating counterclockwise more than necessary in a plan view.

[0060] Furthermore, as shown in Figures 9, 10(a), and 10(b), the main body 62 can be transformed into the following storage state (2-cell type) by rotating the second movable beam 73B clockwise in a plan view around the hinge 73C from the semi-unfolded state to the closed state in which the second movable beam 73B is folded. In the storage state, the obstacle sensors S1 of the overhead vehicle 2 traveling along the first and second travel paths passing through the first and second cells C1 and C2 can detect the first and second reflectors 74 and 75, respectively, while the obstacle sensors S1 of the overhead vehicle 2 traveling along the third and fourth travel paths passing through the third and fourth cells C3 and C4 cannot detect the third and fourth reflectors 76 and 77.

[0061] Furthermore, in the stowed state, if the overhead vehicle 2 comes into contact with the main body 62, the pusher 80 presses the tape switch 12c of the overhead vehicle 2, allowing the overhead vehicle 2 to be brought to an emergency stop. In the stowed state, the second pusher 82 of the first fixed beam 72A functions as a stopper, preventing the first movable beam 72B from rotating counterclockwise more than necessary in a plan view, and the second pusher 82 of the second fixed beam 73A also functions as a stopper, preventing the second movable beam 73B from rotating clockwise more than necessary in a plan view. In the stowed state, the first and second movable beams 72B and 73B are arranged to overlap in a plan view, and the width in the front-to-back direction is reduced.

[0062] Next, an example of using the overhead train stopping device 60 will be described. First, for example, a user grasps the lower end of the pole 71 and inserts the engaging portion 61 into the gap G between the first rail R1 and the intersecting rail R3, so that the contact portion 61A of the engaging portion 61 is positioned above the pair of first rails R1, R1. In this state, the pole 71 is moved along the first rail R1 so that the engaging portion 61 is positioned in the center of the pair of first rails R1, R1, and then the contact portion 61A is brought into contact with the upper surface of the pair of first rails R1, R1 to engage, and the overhead train stopping device 60 is suspended from the pair of first rails R1, R1.

[0063] As shown in Figure 11(a), for example, when blocking four parallel first to fourth travel paths K1 to K4, the first and second beams 72 and 73 are not folded, and the main body 62 is fully extended. This makes it possible to stop the overhead vehicle 2 from traveling along the first to fourth travel paths. On the other hand, as shown in Figure 11(b), for example, when blocking three parallel first travel paths K1, second travel path K2, and fourth travel path K4, the first beam 72 is folded, while the second beam 73 is not folded, and the main body 62 is partially extended. This makes it possible to stop the overhead vehicle 2 from traveling along the first travel path K1, second travel path K2, and fourth travel path K4. On the other hand, as shown in Figure 11(c), for example, when blocking two parallel first and second travel paths K1 and K2, the first and second beams 72 and 73 are folded, and the main body 62 is stored. This makes it possible to stop the overhead vehicle 2 from traveling along the first and second travel paths K1 and K2.

[0064] As described above, with the overhead vehicle stopping device 60, by engaging the engaging portion 61 with the grid-shaped rail R, when the overhead vehicle 2 is traveling along the first travel path K1, the obstacle sensor S1 detects the first reflector 74, and the vehicle is stopped based on the detection result. When the overhead vehicle 2 is traveling along the second travel path K2, the obstacle sensor S1 detects the second reflector 75, and the vehicle is stopped based on the detection result. Therefore, it is possible to prohibit passage on the parallel first and second travel paths K1 and K2 at the points where it should be prohibited, without having to prepare and attach multiple stopping devices to the grid-shaped rail R. In other words, it is possible to easily prohibit the overhead vehicle 2 from passing at multiple points along the travel path.

[0065] In the overhead vehicle stopping device 60, the pole 71 is rod-shaped, and the first to fourth reflectors 74 to 77 are flat plates. In this case, the pole 71 and the first to fourth reflectors 74 to 77 can be constructed simply.

[0066] In the overhead vehicle stopping device 60, the main body 62 includes first and second beams 72 and 73. The first reflector 74 is provided on the first beam 72. The second reflector 75 is provided on the second beam 73. In this case, the first and second reflectors 74 and 75 can be arranged using the first and second beams 72 and 73.

[0067] In the overhead vehicle stopping device 60, the main body 62 includes a pusher 80. This allows the overhead vehicle 2 to be stopped even if, for example, the first to fourth reflectors 74 to 77 cannot be detected due to a malfunction of the obstacle sensor S1 or the like, by using the pusher 80 to turn off the power to the overhead vehicle 2 that is in contact with the main body 62, thereby forcibly stopping the overhead vehicle 2. This makes it possible to reliably prohibit the overhead vehicle 2 from passing at multiple locations along the travel path.

[0068] In the overhead vehicle stopping device 60, at least one of the first to fourth reflectors 74 to 77 is configured to be removable from the main body 62. This makes it easy to adjust the locations where the overhead vehicle 2 is prohibited from passing based on the detection results of the obstacle sensor S1. Adjusting the locations where the overhead vehicle 2 is prohibited from passing based on the detection results of the obstacle sensor S1 can also be done by directly attaching and detaching at least one of the first to fourth reflectors 74 to 77 from the main body 62.

[0069] The vehicle system 1 comprises a grid-shaped rail R, an overhead vehicle 2 that travels along a travel path formed by the grid-shaped rail R, and an overhead vehicle stopping device 60. In the vehicle system 1 as well, the overhead vehicle stopping device 60 makes it possible to easily prohibit the overhead vehicle 2 from passing at multiple points along the travel path.

[0070] In the vehicle system 1, the first reflector 74 is detected by the obstacle sensor S1 of the overhead vehicle 2 when the overhead vehicle 2 is traveling along the first travel path K1 which passes through the first cell C1 of the grid-shaped rail R. The second reflector 75 is detected by the obstacle sensor S1 of the overhead vehicle 2 when the overhead vehicle 2 is traveling along the second travel path K2 which passes through the second cell C2 of the grid-shaped rail R. The third reflector 76 is detected by the obstacle sensor S1 of the overhead vehicle 2 when the overhead vehicle 2 is traveling along the third travel path K3 which passes through the third cell C3 of the grid-shaped rail R. The fourth reflector 77 is detected by the obstacle sensor S1 of the overhead vehicle 2 when the overhead vehicle 2 is traveling along the fourth travel path K4 which passes through the fourth cell C4 of the grid-shaped rail R. In this case, in a so-called grid system, the overhead vehicle stopping device 60 makes it possible to easily prohibit passage on each of the parallel first to fourth travel paths K1 to K4.

[0071] In the vehicle system 1, the main body 62 can be transformed between a fully extended state, a partially extended state, and a stored state. In this case, it is possible to easily adjust the locations where the overhead vehicle 2 is prohibited from passing.

[0072] In the vehicle-mounted vehicle system 1, the main body 62 includes first and second beams 72 and 73 extending from the pole 71 in the left and right directions. The first beam 72 includes a first fixed beam 72A and a first movable beam 72B that is foldably connected to the tip of the first fixed beam 72A via a first hinge 72C. The second beam 73 includes a second fixed beam 73A and a second movable beam 73B that is foldably connected to the tip of the second fixed beam 73A via a second hinge 73C. A first reflector 74 is provided on the first fixed beam 72A, a second reflector 75 is provided on the second fixed beam 73A, a third reflector 76 is provided on the first movable beam 72B, and a fourth reflector 77 is provided on the second movable beam 73B. In this case, the folding structure makes it possible to easily adjust the locations where the overhead vehicle 2 is prohibited from passing. Furthermore, the overhead vehicle stopping device 60 can be folded and transported, making it easier to handle.

[0073] In the vehicle system 1, the first movable beam 72B rotates counterclockwise in a plan view around the first hinge 72C, and the second movable beam 73B rotates clockwise in a plan view around the second hinge 73C. The connecting portion 91 of the first beam 72 on the pole 71 is separated vertically from the connecting portion 92 of the second beam 73 on the pole 71. In this case, the first and second movable beams 72B and 73B can be folded so that they overlap in a plan view. The thickness of the overhead vehicle stopping device 60 in the front-rear direction can be reduced when it is in the stored state.

[0074] In the vehicle running system 1, the engaging portion 61 engages with a pair of first rails R1, R1. The engaging portion 61 is able to pass through the gap G in the vertical direction and has a C-shape that opens upward when viewed from a direction along the pair of first rails R1, R1. The engaging portion 61 includes a contact portion 61A that abuts against the upper surface of the pair of first rails R1, R1. In this case, the engagement of the engaging portion 61 with the grid-like rails R can be specifically realized in a so-called grid system. The overhead vehicle stopping device 60 can be attached to the grid-like rails R simply by hooking the engaging portion 61 onto the pair of first rails R1, R1.

[0075] In the overhead vehicle stopping device 60, when fully extended, the third reflector 76 is provided on the front side of the first movable beam 72B, and the fourth reflector 77 is provided on the rear side of the second movable beam 73B. This prevents the third and fourth reflectors 76 and 77 from interfering with other components and being damaged when the first movable beam 72B is folded first when folding the overhead vehicle stopping device 60 from the fully extended state to the stored state.

[0076] Figures 12(a), 12(b), and 12(c) are plan views of a grid-like rail R illustrating examples of the use of the overhead vehicle stopping device 60. In each figure, one square corresponds to one cell C in the grid-like rail R. As shown in Figure 12(a), when prohibiting passage through an area Z1 where eight cells C are arranged front to back and four cells C are arranged left to right, this can be achieved by using six fully extended overhead vehicle stopping devices 60. As shown in Figure 12(b), when prohibiting passage through an area Z2 where seven cells C are arranged front to back and four cells C are arranged left to right, this can be achieved by using two fully extended overhead vehicle stopping devices 60 and four partially extended overhead vehicle stopping devices 60. As shown in Figure 12(c), even when prohibiting passage through a complex area Z3, this can be achieved by appropriately using fully extended, partially extended, and retracted overhead vehicle stopping devices 60.

[0077] Figures 13(a), 13(b), and 14 show a cart 201 that houses the overhead vehicle stopping devices 60. The cart 201 is a transport device that transports multiple overhead vehicle stopping devices 60 in an upright position. The cart 201 has a rectangular plate-shaped base 210, multiple pole stands 220 arranged in two rows along a predetermined direction on the base 210, multiple casters 230 fixed to the lower surface of the base 210, support columns 240 erected at the four corners of the base 210, girder members 250 connected to the upper parts of a pair of support columns 240 facing each other in a predetermined direction, and partition members 260 extending across the pair of girder members 250 and arranged side by side at intervals in a predetermined direction.

[0078] The lower part of the pole 71 of the overhead vehicle stopping device 60 can be inserted into the pole stand 220. The pole stand 220 supports the pole 71. In a plan view, the multiple pole stands 220 of one row and the multiple pole stands 220 of the other row are offset from each other in a predetermined direction. The spacing between the multiple partition members 260 corresponds to the spacing between the multiple pole stands 220 in a predetermined direction.

[0079] In such a cart 201, the lower part of the pole 71 of the stored overhead vehicle stop device 60 is inserted into and supported by the pole stand 220. At the same time, the folded first and second beams 72 and 73 are positioned between a pair of partition members 260, restricting the movement of the first and second beams 72 and 73 in a predetermined direction. This allows the overhead vehicle stop device 60 to be housed in a transportable location by the cart 200.

[0080] Although embodiments have been described above, one aspect of the present invention is not limited to the above embodiments, and various modifications are possible without departing from the spirit of the invention.

[0081] In the above embodiment, a C-shaped hook engagement portion 61 is used, but the form of the engagement portion 61 is not particularly limited. For example, a T-shaped hook engagement portion 361 shown in Figures 15, 16(a), 16(b), and 16(c) may be used. The engagement portion 361 engages with a pair of first rails R1, R1 that extend in the same direction and are arranged to approach each other. The engagement portion 361 includes an insertion portion 361X that is inserted between the pair of first rails R1, R1, and a contact portion 361Y that is connected to the upper side of the insertion portion 361X and abuts against the upper surfaces of the pair of first rails R1, R1. The insertion portion 361X is a rectangular parallelepiped member. The contact portion 361Y is a rectangular plate-shaped member. The insertion portion 361X is provided at both ends in the longitudinal direction of the lower surface of the contact portion 361Y. The upper end of the pole 71 is fixed to the center of the lower surface of the contact portion 361Y. The axial direction of pole 71 is perpendicular to the lower surface of the contact portion 361Y.

[0082] In the above embodiment or modification, four parallel first to fourth travel paths K1 to K4 can be blocked, but the invention is not limited to this. In the above embodiment, it is sufficient that multiple parallel travel paths can be blocked, and for example, as shown in Figure 17, two parallel first and second travel paths K1 and K2 can be blocked.

[0083] The overhead vehicle stopping device 360 ​​includes a main body 362 in place of the main body 62 (see Figure 3). The main body 362 includes a first beam (first arm member) 372, a second beam (second arm member) 373, a first reflector (first detected part) 74, a second reflector (second detected part) 75, and a plurality of pushers (pressing parts) 80.

[0084] The first beam 372 is a cylindrical member extending from the pole 71 to one side in the left-right direction. The base end of the first beam 372 is fixed to the pole 71 via a connecting portion 91. The first beam 372 is located directly below the first cell C1. The first beam 372 is provided with a first reflector 74 and a plurality of pushers 80. The second beam 373 is a cylindrical member extending from the pole 71 to the other side in the left-right direction. The base end of the second beam 373 is fixed to the pole 71 via a connecting portion 92 and a hinge 373C.

[0085] The second beam 373 operates to swing about an axis that runs vertically along the hinge 373C. Specifically, in a plan view, the second beam 373 is movable so that its tip moves counterclockwise and clockwise toward the front. This makes the second beam 373 foldable via the hinge 373C. In the open state, when the second beam 373 extends parallel to the first beam 372 (when the second beam 373 is not folded), it is located directly below the second cell C2. The second beam 373 is provided with a second reflector 75 and a plurality of pushers 80. The hinge 372C is not particularly limited, and for example, a torque hinge may be used.

[0086] The main body 362 is configured such that by opening the second beam 373, the obstacle sensor S1 of the overhead vehicle 2 traveling along the second travel path can detect the second reflector 75. Conversely, by folding the second beam 373 of the main body 362, the obstacle sensor S1 of the overhead vehicle 2 traveling along the second travel path cannot detect the second reflector 75, resulting in a retracted state. Thus, the overhead vehicle stopping device 360 ​​is transformable between the deployed and retracted states. In summary, the overhead vehicle stopping device 360 ​​makes it possible to adjust the locations where the overhead vehicle 2 is prohibited from passing.

[0087] In the above embodiments or modifications, the layout of the first rail R1, second rail R2, and crossing rail R3 is not particularly limited, and various layouts may be adopted. In the above embodiments or modifications, the engaging portion 61 is engaged with a pair of first rails R1, R1 that are arranged to approach or touch each other, but is not limited thereto. In one embodiment, the engaging portion may engage with a pair of second rails R2 that are arranged to approach or touch each other, or with the crossing rail R3, or with one of the first rails R1 or the second rails R2.

[0088] In the above embodiment or modified example, the first to fourth detected parts are the first to fourth reflectors 74 to 77, but the invention is not limited thereto. The first to fourth detected parts may be, for example, block-shaped objects. At least two of the first to fourth detected parts may be integrally configured with each other. In the above embodiment or modified example, a cylindrical member was used as the pusher 80, but the shape of the pusher 80 is not limited and may be of various shapes.

[0089] In the above embodiment or modified example, a grid-like rail R is constructed by suspending multiple rail units 100 from the ceiling while connecting them, but the invention is not limited to this. For example, the first rail R1, the second rail R2, and the intersecting rail R3 may be directly suspended from the ceiling by suspension members or the like without being unitized.

[0090] In the above embodiment or modified example, the overhead vehicle stopping device 60 prohibits passage to at least the first and second travel paths corresponding to the rails (here, a pair of first rails R1, R1) that the engaging portion 61 engages with, but is not limited to this. For example, travel paths that do not correspond to the first rail R1 or second rail R2 that the engaging portion 61 engages with may also be prohibited.

[0091] In the above embodiment or modification, a grid system is used as the vehicle system 1, but the vehicle system 1 is not limited to a grid system. The vehicle system may include one-way rails pre-installed for the operation of overhead vehicles. In this case, for example, the overhead vehicle stopping device is attached to a one-way first rail or a one-way second rail parallel to the first rail, and stops the overhead vehicle from traveling along the first and second travel paths formed by the first and second rails.

[0092] Each component in the above embodiments or modifications can be arbitrarily applied to each component in other embodiments or modifications. Some components in the above embodiments or modifications can be omitted as appropriate without departing from the spirit of one aspect of the present invention. The present invention is not limited to the above embodiments, and various modifications are possible without departing from the spirit of the invention. [Explanation of symbols]

[0093] 1...Travel vehicle system, 2...Overhead vehicle, 12c...Tape switch (power switch), 60,360...Overhead vehicle stopping device, 61A...Contact part, 61,361...Engaging part, 62,362...Main body, 71...Pole (long member), 72,372...First beam (first arm member), 72A...First movable beam (first movable part), 72B...First fixed beam (first fixed part), 72C...Hinge (first hinge), 73,373...First beam (second arm member), 73A...Second movable beam (second movable part), 73B...Second fixed beam (second fixed part), 73C...Hinge (second hinge), 74...First 1 Reflector (first detected part), 75...2nd reflector (second detected part), 76...3rd reflector (third detected part), 77...4th reflector (fourth detected part), 80...Pusher (pressing part), 91...Connecting part (connecting point), 92...Connecting part (connecting point), 361X...Insertion part, 361Y...Contact part, C...Cell, G...Gap, K1...1st travel path, K2...2nd travel path, K3...3rd travel path, K4...4th travel path, R...Grid rail (rail), R1...1st rail (1st straight rail, straight rail), R2...2nd rail (2nd straight rail, straight rail), R3...Intersection rail, S1...Obstacle sensor.

Claims

1. A stopping device that is attached to rails installed on the ceiling and stops an overhead vehicle traveling along a travel path formed by the rails, An engaging portion that can engage with the rail, The main body includes a long member extending downward from the engagement portion, The main body is, A first detected unit is detected by an obstacle sensor of the overhead vehicle traveling along the first travel path in the aforementioned travel path, An overhead vehicle stopping device, comprising: a second detected unit detected by the obstacle sensor of the overhead vehicle traveling along a second travel path parallel to the first travel path in the aforementioned travel path.

2. The aforementioned elongated member is rod-shaped, The first detected unit has a plate-like shape with the direction of travel of the first travel path as the thickness direction, The overhead vehicle stopping device according to claim 1, wherein the second detected section has a plate shape with the direction of travel of the first travel path as the thickness direction.

3. The main body includes a first arm member and a second arm member extending from the elongated member in a direction intersecting the elongated member, The first detection unit is provided on the first arm member, The overhead vehicle stopping device according to claim 1 or 2, wherein the second detected unit is provided on the second arm member.

4. The main body is, The overhead vehicle stopping device according to claim 1 or 2, wherein the obstacle sensor of the overhead vehicle traveling along the second travel path is deformable between an deployed state in which the second detected part can be detected and a retracted state in which the obstacle sensor of the overhead vehicle traveling along the second travel path cannot detect the second detected part.

5. The main body is, The overhead vehicle stopping device according to claim 1 or 2, further comprising a pressing part that presses the power switch of the overhead vehicle when it comes into contact with the overhead vehicle.

6. The overhead vehicle stopping device according to claim 1 or 2, wherein at least one of the first detected unit and the second detected unit is configured to be removable from the main body.

7. A rail installed on the ceiling, at least part of which is arranged in a grid pattern, An overhead vehicle that travels along a travel path formed by the aforementioned rails, A vehicle system comprising: an overhead vehicle stopping device according to claim 1 or 2 for stopping the overhead vehicle traveling along the aforementioned travel path.

8. The rail includes a plurality of first straight rails extending in a first direction which is horizontal, and a plurality of second straight rails extending in a second direction which is horizontal and perpendicular to the first direction. In a plan view, if the rectangular region enclosed by the pair of first straight rails and the pair of second straight rails is considered as one cell, The first detected unit is detected by the obstacle sensor of the overhead vehicle traveling along the first travel path, which is the travel path that passes through the first cell. The second detected unit is detected by the obstacle sensor of the overhead vehicle traveling along the second travel path, which is the travel path passing through the second cell adjacent to the first cell. The main body is, A third detected unit is detected by the obstacle sensor of the overhead vehicle traveling along the third travel path, which is the travel path that passes through the third cell adjacent to the first cell on the opposite side from the second cell, The vehicle system according to claim 7, further comprising: a fourth detected unit detected by the obstacle sensor of the overhead vehicle traveling along a fourth travel path which is the travel path passing through a fourth cell adjacent to the second cell on the opposite side from the first cell;

9. The main body is, The vehicle system according to claim 8, wherein the vehicle is transformable between a first deployed state in which the obstacle sensor of the overhead vehicle traveling along the third travel path can detect the third detected part and the obstacle sensor of the overhead vehicle traveling along the fourth travel path can detect the fourth detected part; a second deployed state in which the obstacle sensor of the overhead vehicle traveling along the third travel path cannot detect the third detected part and the obstacle sensor of the overhead vehicle traveling along the fourth travel path can detect the fourth detected part; and a retracted state in which the obstacle sensor of the overhead vehicle traveling along the third travel path cannot detect the third detected part and the obstacle sensor of the overhead vehicle traveling along the fourth travel path cannot detect the fourth detected part.

10. The main body includes a first arm member and a second arm member extending from the elongated member in a direction intersecting the elongated member, The first arm member includes a first fixed portion and a first movable portion that is foldably connected to the tip of the first fixed portion via a first hinge. The second arm member includes a second fixed portion and a second movable portion that is foldably connected to the tip of the second fixed portion via a second hinge. The first detected unit is provided on the first fixed portion, The second detection unit is provided on the second fixed portion, The third detection unit is provided on the first movable part, The vehicle system according to claim 9, wherein the fourth detected unit is provided on the second movable part.

11. The first movable part rotates around the first hinge in either a clockwise or counterclockwise direction in a plan view. The second movable part rotates around the second hinge in either a clockwise or counterclockwise direction in a plan view, the other of the two directions. The vehicle system according to claim 10, wherein the connection point of the first arm member in the long member is separated in the longitudinal direction of the long member from the connection point of the second arm member in the long member.

12. The aforementioned rail is Multiple straight rails, It includes an intersecting rail that is positioned horizontally adjacent to the end of the aforementioned straight rail with a gap between them, The aforementioned engaging portion is Engages with a pair of the aforementioned straight rails that extend in the same direction and are arranged to approach or touch each other, It is possible to pass through the aforementioned gap in the vertical direction. When viewed from a direction along the pair of straight rails, it exhibits a C-shape that opens upwards. The vehicle system according to claim 7, further comprising a contact portion that contacts the upper surface of each of the pair of straight rails.

13. The aforementioned rail includes a plurality of straight rails, The aforementioned engaging portion is Engages with a pair of the aforementioned straight rails that extend in the same direction and are arranged so as to be close to each other, The vehicle system according to claim 7, comprising an insertion portion inserted between a pair of straight rails, and a contact portion connected to the upper side of the insertion portion and in contact with the upper surface of each of the pair of straight rails.

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