Cargo handling system

Abstract

To provide a load-carrying system capable of space-saving an installation space of a circulating track between carry-in / out side facilities as much as possible, and of reducing installation cost as much as possible by wholly simplifying a device structure without requiring special structure and bending processing and so forth to cope with biased stress due to curve-traveling with respect to each rail for forming a track and a carrying carriage.SOLUTION: A circulating track for loop-carrying is constituted from forward rails, backward rails, and joint rails for connecting end portions of the forward rails and the backward rails that are independent respectively. The joint rails are constituted between terminal ends of the backward rails and starting ends of the forward rails, and between terminal ends of the forward rails and starting ends of the backward rails in a transferable and displaceable manner.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] This invention relates to a load handling system using a plurality of carrier trucks traveling along a circular orbit.

Background Art

[0002] Conventionally, for example, in automatic conveying equipment such as an automated warehouse or a production factory, between an inbound side facility such as a plurality of stations communicating with a plurality of shelves in multiple stages and multiple rows, and an outbound side facility such as a loading and unloading area communicating with a truck yard, there is a load handling system configured to perform loading and unloading of loads using a plurality of carrier trucks traveling along a circular orbit.

[0003] Generally, this load handling system forms a circular orbit in an oval - track shape (horizontally - elongated elliptical shape) by means of reciprocating rails laid in parallel and linearly with respect to each other in a plan view and left - and right corner rails in a semi - circular arc shape for the carrier truck to travel around, which connect the left and right ends of the reciprocating rails respectively. The inbound and outbound side facilities are installed along the longitudinal direction of the circular orbit, and a plurality of carrier trucks travel sequentially in a certain direction on the circular orbit to tour the inbound and outbound side facilities, thereby continuously performing the loading and unloading operations of loads (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, according to the above - mentioned conventional load handling system, there are problems such as an extra need for installation space of the circular orbit within the automatic conveying equipment, unnecessary complication of the entire device structure, and huge system construction costs.

[0006] In other words, in the circular track of a conventional cargo transport system, the corner rail must be configured to form an arc-shaped track section that maintains a sufficient track width and radius of curvature so that the transport trolley can turn and travel stably without derailing. Consequently, this requires rail curvature processing to match the curvature, unnecessarily complicating the rail structure.

[0007] Furthermore, the curved track section inadvertently imposes subordinate installation restrictions on the straight track section, such as expanding the track width of each consecutive return track section and the distance between each return track section, which leads to the problem of expanding the installation space for the entire circular track.

[0008] In other words, when laying the various rails that make up an oval-shaped circular track, extra space is required on the sides to accommodate the corner rails that form the arc section of the track between the entry and exit facilities, which is longer than the width of the entry and exit facilities (length of the return rails), as well as extra space in front and behind to lay the return rails parallel to each other in accordance with the width and radius of curvature of the corner rails.

[0009] As a result, the space required for installing the circular track between the loading and unloading facilities expanded significantly in all directions (front, back, left, and right) due to the laying of corner rails. This posed a risk that the construction of the cargo handling system itself would become difficult in automated transport facilities where space is limited.

[0010] Furthermore, when a transport trolley travels around a curved track, it is inevitably subjected to biased stresses associated with the curved movement, such as the difference in rotational speed between the front and rear wheels on the front and rear sides of the rail, the difference in rotational speed between the inner and outer wheels on the inner and outer sides of the rail, and centrifugal force directed toward the outer side of the rail.

[0011] Therefore, in order to ensure stable operation of the transport trolley on the curved track section, it was necessary to install special mechanisms to cope with the biased stress on the transport trolley caused by cornering, such as a steering mechanism that automatically changes the direction of travel of the wheels along the curved shape of the corner rail, a differential that automatically corrects the rotational difference between the inner and outer wheels, and an automatic reduction device that reduces centrifugal force. As a result, the structure of the device became unnecessarily complex.

[0012] Furthermore, generally speaking, the power supply system for transport trolleys that travel on a circular track is almost always a trolley system, consisting of a trolley wire for power transmission laid along the circular track and a current collector mounted on the transport trolley that supplies power by contacting and sliding against the trolley wire.

[0013] Therefore, the trolley wire had to be curved to match the curvature of the corner rail, or a direction-shifting device that kept the current collector in constant contact with the curved trolley wire had to be mounted on the transport trolley, which exacerbated the complexity of the device structure.

[0014] The present invention has been made in view of these circumstances, and provides a cargo transport system that can be installed in automated transport facilities such as automated warehouses and factories where space is limited, by minimizing the installation space for the circular track between the loading and unloading equipment, without requiring special structures or bending processes on the transport trolleys and each rail forming the track to cope with the uneven stress caused by curved travel, and by simplifying the overall device structure and minimizing installation costs. [Means for solving the problem]

[0015] To solve the above problems, the cargo transport system according to the present invention includes (1) a transport trolley for loading cargo Rectangular in plan view In a cargo transport system configured to be able to transport cargo in a loop along a circular track, the circular track A pair of opposing track sections are provided parallel to each other along the first direction along which they are aligned. Outbound rail and The return rail and It is provided so as to be able to reciprocate in a second direction perpendicular to the first direction in a plan view, The aforementioned forward rail and The aforementioned return rail And along the first direction which is a continuous state Joint rail Transport displacement mechanism and, Equipped with , the above As a transfer displacement mechanism , By reciprocating movement in the second direction, The end of the return rail With the aforementioned joint rails in a continuous state on the side or The start of the forward rail A first transport displacement mechanism in which the joint rail is continuously attached to the side, and by reciprocating movement in the second direction The end of the forward rail With the aforementioned joint rails in a continuous state on the side or The start of the return rail The device comprises a second transport displacement mechanism that has the aforementioned joint rails in a continuous state on the side. It is characterized by the above.

[0016] In addition, the load conveyance system according to the present invention has the following features (2) to (3). (2) A transport guide configured in two stages, upper and lower, comprising: an upper guide portion that guides the movement of the transport displacement mechanism in the second direction in an upper transport space where the joint rail is continuous with the forward rail or the return rail; and a lower guide portion provided below the upper guide portion that guides the movement of the transport displacement mechanism in the second direction in a lower transport space; an end-side lifting mechanism provided on the end side of each rail of the forward rail and the return rail to raise and lower the transport displacement mechanism between the upper transport space and the lower transport space; and a start-side lifting mechanism provided on the start side of each rail of the forward rail and the return rail to raise and lower the transport displacement mechanism between the upper transport space and the lower transport space. This. (3) The first transport displacement mechanism and the second transport displacement mechanism are, At least two of the transfer displacement mechanisms possess This.

Advantages of the Invention

[0017] Book According to the invention, in a load conveyance system configured to be able to loop-convey a load-carrying carriage along a circular orbit, the circular orbit for loop conveyance is composed of an independent forward rail, a return rail, and a joint rail connecting the ends of the forward rail and the return rail. The joint rail is configured to be transfer-displaceable while having the same laying direction as the forward and return rails between the end of the return rail and the start of the forward rail, and between the end of the forward rail and the start of the return rail. Therefore, without requiring a special structure or bending process corresponding to the eccentric stress caused by the curved running of the carriage on each rail forming the carriage or the orbit, the installation space of the circular orbit between the in / out stock side facilities can be made as space-saving as possible and can be installed in an automatic conveyance facility with relatively little space. There is an effect that the overall device structure can be simplified and the installation cost can be reduced as much as possible.

[0018] That is, in a laying state in the same direction as the joint rail, the carriage can be circulated with the same laying direction of the forward and return rails, and there is no large detour outside the left and right ends of the forward and return rails.

[0019] Specifically, at the end of the return rail or the end of the forward rail, the joint rail is positioned on the virtual extension line of each forward and return rail, the joint rail and the return rail or the forward rail are in a continuous state, and the transport carriage is moved and placed on the joint rail from the end of the return rail or the end of the forward rail.

[0020] Next, the joint rail together with the placed transport carriage is displaced by transfer in the direction perpendicular to the forward and return rails, i.e., from the end of the return rail to the start of the forward rail, or from the start of the forward rail to the end of the return rail.

[0021] Finally, at the start of the return rail or the start of the forward rail, the joint rail is positioned on the virtual extension line of each forward and return rail, the joint rail and the return rail or the forward rail are in a continuous state, and the transport carriage on the joint rail is sequentially transferred from the joint rail to the forward and return rails respectively.

[0022] In this way, without forming an arc track portion for the carriage to travel around for connecting the ends of the forward and return rails in the circular orbit, a short linear track portion that is orthogonal to each linear track portion and is continuous at the ends is formed by the joint rail that translates parallel to the forward and return rails in a direction perpendicular to the forward and return rails, and the entire circular orbit can be formed into a substantially rectangular shape in plan view.

[0023] That is, since there are no inadvertent installation restrictions due to the arc track portion, the track width of each rail and the separation distance between the forward and return rails can be reduced, the entire circular orbit can be made more compact, and the track installation space between the in / out stock side facilities can be made space-saving.

[0024] Also, since the traveling direction of the transport carriage is always determined in the laying direction of the forward rail, the return rail, and the joint rail, there is no need to equip the transport carriage with a special structure to cope with the eccentric stress associated with curved travel, such as the inner wheel difference between the front and rear wheels, the rotational difference between the inner and outer wheels, and the centrifugal force, and the structure can be simplified.

[0025] In particular, when the power supply system for the transport trolley is a trolley wire system, no special bending or device structure is required for the trolley wire for power transmission or the mounting structure of the current collector mounted on the transport trolley. That is, the trolley wire can be configured to be transportable and displaceable together with the joint rails, so as to be continuous with the trolley wire provided along each return rail.

[0026] Thus, the cargo handling system of the present invention not only offers advantages in terms of installation space and cost, but also has the effect of being adaptable to automated handling equipment such as automated warehouses and production plants due to its simplified structure and versatility, and enabling stable loading and unloading of goods.

[0027] Also, Book invention Other aspects According to this, a transfer displacement mechanism is connected to the joint rail, and at least two transfer displacement mechanisms are configured to be able to move back and forth alternately between the ends of the forward rail and the return rail. As a result, one transfer displacement mechanism can move toward the starting end of the return rail with a trolley placed on the joint rail to transfer the trolley from the joint rail to each return rail, while the other transfer displacement mechanism can send out a trolley from the joint rail, leaving it empty, and wait at the end of the return rail to receive a new transport trolley from each return rail. Therefore, multiple transport trolleys can be moved continuously and smoothly along the return rail, which has the effect of improving the efficiency of loading and unloading operations.

[0028] Also, Book invention Other aspects According to this, when at least two of the aforementioned transport displacement mechanisms are transported back and forth alternately between the ends of the forward rail and the return rail, the first transport displacement mechanism is configured to be transportable back and forth in the upper transport space, and the second transport displacement mechanism is configured to be transportable back and forth in the lower transport space. As a result, the upper and lower transport spaces between the ends of the forward and return rails are divided into upper and lower sections, which are used as spaces for transporting each transport displacement mechanism in a trolley transport configuration and a trolley receiving configuration, respectively, and the installation space for each transport displacement mechanism fitted with a joint rail can be reduced. [Brief explanation of the drawing]

[0029] [Figure 1] This is an overall plan view showing the configuration of the cargo conveying system according to the present invention. [Figure 2] This is a schematic front view showing the configuration of the transport trolley according to the present invention. [Figure 3] This is a schematic plan view showing the configuration of a transport displacement mechanism equipped with a joint rail according to the present invention. [Figure 4] This is a schematic side view showing the configuration of a transport displacement mechanism equipped with a joint rail according to the present invention. [Modes for carrying out the invention]

[0030] The gist of the present invention is to provide a cargo transport system in which a transport trolley for loading cargo is configured to be transported in a loop along a circular track, wherein the circular track for loop transport is composed of an independent forward rail, a return rail, and a joint rail connecting the ends of the forward rail and the return rail, and the joint rail is configured to be transportable and displaceable between the end of the return rail and the start of the forward rail, and between the end of the forward rail and the start of the return rail, while having the same laying direction as the return rail.

[0031] Furthermore, the system is characterized by having a transfer displacement mechanism connected to the joint rail, and by configuring at least two transfer displacement mechanisms to be able to reciprocate alternately between the ends of the forward rail and the return rail.

[0032] Furthermore, when at least two of the aforementioned transport displacement mechanisms are transported back and forth alternately between the ends of the forward rail and the return rail, the first transport displacement mechanism is configured to be transportable back and forth in the upper transport space, and the second transport displacement mechanism is configured to be transportable back and forth in the lower transport space.

[0033] The following describes embodiments of the cargo transport system according to the present invention. Figure 1 is a schematic plan view showing the overall configuration of the cargo transport system according to the present invention, Figure 2 is a schematic front view showing the configuration of the transport trolley according to the present invention, and Figures 3 and 4 are schematic plan views and schematic side views, respectively, showing the configuration of the transport displacement mechanism equipped with the joint rails according to the present invention.

[0034] The cargo transport system A of the present invention, in general terms as shown in Figure 1, allows multiple transport trolleys C for loading cargo B to be transported in a loop along a circular track O formed by laying multiple rails in the installation space IS between the loading and unloading facilities R and D of the automated transport equipment W. The system is configured so that there is no need for special structures or bending processes to deal with the uneven stress caused by curved travel on the transport trolleys C and each rail forming the track.

[0035] As shown in Figure 1, the circular track O on which these multiple transport trolleys C travel is formed in a roughly rectangular ring shape in plan view by consisting of independent forward rails 1, return rails 2, and connecting rails 3 that connect the ends of the forward rails 1 and return rails 2.

[0036] As shown in Figure 1, near the outside of the outbound rail 1, multiple receiving-side stations R1 are arranged at regular intervals along the outbound rail 1, leading to multiple multi-tiered, multi-row luggage racks R2 as receiving facilities R.

[0037] Furthermore, as shown in Figure 1, multiple outbound stations D1 leading to the unloading area D2 are arranged at regular intervals along the outer edge of the return rail 2 as outbound facilities D.

[0038] In other words, as shown in Figure 1, System A forms a roughly rectangular circular track O (area enclosed by dashed lines in Figure 1) by laying return rails 1 and 2 parallel to each other at a constant distance in the installation space IS between the loading and unloading equipment R and D of the automated transport equipment W, and by configuring the joint rail 3 to be movable and displaceable between the respective ends of the return rails, and by forming vertically straight left and right short track sections O3 and O3' (area enclosed by double-dotted lines in Figure 1) that are perpendicular to the ends of the front and rear long track sections O1 and O2.

[0039] Each of the rails, the forward rail 1, the return rail 2, and the joint rail 3, is composed of a pair of left and right rails 10L, 10R, 20L, 20R, 30L, and 30R, respectively, arranged in parallel at regular intervals, as shown in Figure 3.

[0040] The joint rail 3 is configured to move back and forth in the forward and backward direction (perpendicular to the forward and backward rails 1 and 2) so as to alternately connect with the forward and backward rails 1 and 2 at both ends of the forward and backward rails 1 and 2, respectively.

[0041] Furthermore, as shown in Figures 2 and 3, trolley rails T1, T2, and T3 for supplying power to the transport trolley C are laid along each of the rails 1, 2, and 3 in the installation space IS, running parallel to each of the rails 1, 2, and 3.

[0042] The installation position of the trolley rail T may be between each individual left and right rail, as shown in Figure 2, or it may be outside of either of the individual left and right rails, as shown in Figure 3.

[0043] Furthermore, as shown in Figure 2, the transport trolley C is configured to supply power to the travel motor C5 by contacting and sliding with each trolley T1, T2, and T3 as it travels along each rail 1, 2, and 3.

[0044] In other words, as shown in Figures 2 and 3, System A consists of a forward trolley T1 running parallel to each of the rails 1, 2, and 3, each independent, a return trolley T2, a connecting trolley T3 for connecting the ends of the forward trolley T1 and the return trolley T2, and each trolley on the transport trolley C. B The power supply system is configured to be a trolley reel type, with current collectors C6 mounted to slide continuously on reels T1, T2, and T3.

[0045] As shown in Figure 2, the transport trolley C consists of a mounting base C1 for placing the load B, bearings C2R, C2R', C2L, and C2L' provided on the front, rear, left, and right sides of the lower bottom surface of the mounting base C1, front and rear axles C3 and C3' supported by bearings C2R, C2R', C2L, and C2L', and wheels C4L, C4L', C4R, and C4R provided on the front, rear, left, and right sides at both ends of the front and rear axles C3 and C3'. Note that the reference numerals C7 and C7' in Figure 2 indicate flanges for preventing wheel detachment.

[0046] The joint rail 3 is configured to move back and forth in a direction perpendicular to the return rails 1 and 2 while maintaining the same laying direction, moving perpendicularly from the end 1b of the outbound rail to the start 2a of the return rail, or moving perpendicularly from the end 2b of the return rail. Past Starting point of the road rails 1 Each of them connects to 'a'.

[0047] As shown in Figures 3 and 4, the joint rail 3 is connected to the transport displacement mechanism 4 and is configured to move back and forth so as to alternately connect and communicate with the reciprocating rails 1 and 2 between their end points 1b and 2b and their starting points 2a and 1a.

[0048] In other words, as shown in Figures 3 and 4, the reciprocating transport displacement mechanism 4 becomes a trolley transport configuration 4A with a trolley C placed on the joint rail 3, and moves perpendicularly from the end of the return rail 2b to the start of the forward rail 1a to the joint rail 3 of While maintaining the same laying direction, the return rail 2 is reconnected to the outbound rail 1, and the bogie C on the joint rail 3 is transferred to the outbound rail 1.

[0049] After sending out the bogie C from the joint rail 3, the joint rail 3 returns to its original position with the bogie empty and waits at the end of the return rail 2b to receive a new bogie C, becoming a bogie receiving configuration 4B.

[0050] In other words, the transfer displacement mechanism 4 is configured such that the joint rail 3 is laid in the same direction as each reciprocating rail 1 and 2 and can move perpendicular to it, thereby enabling movement at each end of each reciprocating rail 1 and 2 exchange The rails are connected to each other. In order to transfer the bogie C from the joint rail 3 to the return rail start end 2a or the forward rail end end 1b, a reciprocating base plate 40 is provided that reciprocates in a direction perpendicular to the return rails 1 and 2.

[0051] The reciprocating substrate 40 reciprocates via pushers 42 provided at the end positions of each reciprocating rail 1 and 2. In other words, the reciprocating substrate 40 is configured to move along a transport guide 41 that is installed orthogonally between the ends of each reciprocating rail 1 and 2.

[0052] In other words, in the circular track O which is roughly rectangular in plan view, the left and right short-side track sections O3 and O3' are provided with a transport guide 41 whose starting end is located at the end positions 1b and 2b of the return rail, and whose ending end is located at the starting positions 1a and 2a of the return rail, and a return base plate 40 on which the joint rail 3 is mounted and fixed.

[0053] Furthermore, the reciprocating substrate 40 for displacing and transporting the joint rail 3 is configured to reciprocate alternately between the ends of the forward rail 1 and the return rail 2. When reciprocating alternately, the first reciprocating substrate 40 is located in the upper transport space 44a, and the second reciprocating substrate 40 is located in the lower transport space 44b, and both are configured to move symmetrically.

[0054] As shown in Figure 4, the transport guide 41 is composed of two stages, an upper guide section 41a to which the transport displacement mechanism 4 can move, and a lower guide section 41b below the upper guide section 41a. The space above the upper guide section 41a is made into the upper transport space 44a, and the space below the upper guide section 41a and the lower guide section 41b is made into the lower transport space 44b.

[0055] Also, each upper and lower guide section 4 of the transport guide 41 1 a, 4 1 b(Upper and lower layer transfer space 4 4 a, 4 4 As shown in Figure 4, lifting mechanisms 43 and 43' are provided at the starting and ending ends of b) to allow the reciprocating substrate 40 to move up and down while maintaining a horizontal position.

[0056] Specifically, the lifting mechanisms 43 and 43' consist of a terminal-side lifting mechanism 43 that places the transport displacement mechanism 4 in trolley receiving configuration 4B on the terminal 1b and 2b sides of each reciprocating rail and raises it from the lower transport space 44b to the upper transport space 44a, and a starting-side lifting mechanism 43' that sends the transport trolley C to the respective reciprocating rails 1 and 2 on the starting 1a and 2a sides of each reciprocating rail and places the transport displacement mechanism 4, which has changed from trolley transport configuration 4A to trolley receiving configuration 4B, and lowers it from the upper transport space 44a to the lower transport space 44b.

[0057] Furthermore, each lifting mechanism 43, 43' is configured to wait at the front and rear ends of the upper transport space 44a unless the transport trolley C is moved in or out between the transport displacement mechanism 4 and each reciprocating rail 1, 2.

[0058] Thus, as shown in Figure 4, the transport guide 41 is configured such that the transport displacement mechanism 4 operates in a loop up, down, left, and right, using the lifting mechanisms 43 and 43' to create a transport path in the upper transport space 44a where the transport displacement mechanism 4 in trolley transport configuration 4A moves forward from the rail ends 1b and 2b to the rail start ends 2a and 1a, and a return path in the lower transport space 44b where the transport displacement mechanism 4 in trolley receiving configuration 4B moves backward from the rail start ends 2a and 1a to the rail ends 1b and 2b.

[0059] Furthermore, as shown in Figures 3 and 4, the pusher 42 consists of an upper pusher 42a provided at the starting end of the upper transport space 44a, i.e., on the ends 1b and 2b of each reciprocating rail, which pushes the transport displacement mechanism 4 of the trolley transport configuration 4A forward from its rear end, and a lower pusher 42b provided at the end of the lower transport space 44b, i.e., on the ends 1b and 2b of each rail, which pushes the transport displacement mechanism 4 of the trolley receiving configuration 4B backward from its front end.

[0060] The cargo transport system A configured as described above is configured to transport the transport trolley C perpendicularly between the ends 1b and 2a (2b and 1a) of the respective return rails 1 and 2, as follows. In the following, the transport manner of the transport trolley C from the return rail 2 to the outbound rail 1 in the left short-side track section O3 will be described, but the right short-side track section O3’ The same transfer method applies in this case as well, so the explanation will be omitted.

[0061] As shown in Figure 1, the transport trolley C on the return rail 2 travels around to multiple outbound stations D1 to receive cargo B, loads it onto the mounting base C1, and then travels towards the end 2b of the return rail 2.

[0062] In this case, as shown in Figures 3 and 4, at the end 2b of the return rail 2, a transport displacement mechanism 4 in trolley receiving configuration 4B is always waiting for a transport trolley C from the return rail 2, with the joint rail 3 already in a continuous rail state with the return rail 2 in phase with it.

[0063] Specifically, as shown in Figures 3 and 4, the reciprocating base plate 40 of the trolley receiving configuration 4B is positioned at the end 2b position of the return rail 2, with respect to the return rail 2 and the return trolley T2, the joint rail 3 and the joint trolley T 3 It assumes a standby position with continuous connection.

[0064] As shown in Figures 3 and 4, the transport displacement mechanism 4 in the waiting position of the trolley receiving configuration 4B becomes the trolley transport configuration 4A with the transport trolley C mounted on it when the transport trolley C travels from the return rail 2 to the joint rail 3 and stops.

[0065] Next, the transport displacement mechanism 4 of the trolley transport configuration 4A moves the joint rail 3 on which the transport trolley C is placed, from the end 2b of the return rail 2 towards the starting end 1a of the forward rail 1.

[0066] Specifically, as shown in Figure 4, the reciprocating substrate 40 in the trolley transport configuration 4A is pushed forward from the rear end by the upper pusher 42a, causing it to move and displace from the rear to the front within the upper transport space 44a of the transport guide 41.

[0067] In this process, the joint rail 3 on the reciprocating substrate 40 moves and displaces together with the transport trolley C from the end 2b of the return rail 2 towards the starting end 1a of the forward rail 1, while maintaining the same direction as the return rail 2 and the forward rail 1.

[0068] Finally, as shown in Figures 3 and 4, when the transfer displacement mechanism 4 arrives at the starting end 1a of the forward rail 1 and stops, the transport trolley C on which it is placed moves from the joint rail 3 to the forward rail 1, and the transfer displacement mechanism 4 changes from the trolley transfer configuration 4A to the trolley receiving configuration 4B.

[0069] Specifically, the reciprocating base plate 40 of the trolley transfer configuration 4A is positioned at the starting end 1a of the forward rail 1, and is connected to the joint rail 3 and joint trolley T1 with respect to the forward rail 1 and the forward trolley T1. 3 This will result in a continuous, connected transport configuration.

[0070] As shown in Figures 3 and 4, the transport displacement mechanism 4 in the transport trolley transport configuration 4A, with the transport trolley C moving from the joint rail 3 to the forward rail 1, results in a trolley receiving configuration 4B where the transport trolley C is empty on the joint rail 3.

[0071] The transport displacement mechanism 4, which is in the trolley receiving configuration 4B at the outbound rail starting end 1a, moves downward from the upper transport space 44a to the lower transport space 44b by the starting end lifting mechanism 43'.

[0072] Accordingly, at the end 2b side of the return rail 2, the transport displacement mechanism 4 of the new trolley receiving configuration 4B is moved from the lower transport space 44b by the end side lifting mechanism 43. upper layer Transport space 4 4 It rises to position a and enters a standby state.

[0073] In other words, as the transport displacement mechanism 4 of the trolley transport configuration 4A moves in the upper transport space 44a, the transport displacement mechanism 4 of the lower transport space 44b below it moves in the opposite direction to the upper transport space 44a, that is, from the starting end 1a of the forward rail 1 to the ending end 2b of the return rail 2.

[0074] The transport displacement mechanism 4 of the trolley receiving configuration 4B, which has moved to the lower transport space 44b, moves along with the joint rail 3 from the starting end 1a of the forward rail 1 to the ending end 2b of the return rail 2.

[0075] Specifically, the reciprocating substrate 40 in the trolley receiving configuration 4B is pushed from the front end to the rear by the lower pusher 42a, causing the lower transport space 44b of the transport guide 41 to move from the front to the rear.

[0076] After the reciprocating substrate 40 of the trolley receiving configuration 4B is sent to the return rail end 2b side in the lower transport space 44b, the starting end lifting mechanism 43', which has become empty, quickly rises to the upper transport space 44a and assumes a waiting position to receive the transport displacement mechanism 4 of the new trolley transport configuration 4A.

[0077] Furthermore, after the transport displacement mechanism 4 of the trolley transport configuration 4A is sent out to the outbound rail start end 1a side in the upper transport space 44a, the terminal lifting mechanism 43, which has become empty, quickly descends into the lower transport space 44b and assumes a waiting position to receive the transport displacement mechanism 4 of the new trolley receiving configuration 4B.

[0078] By repeating this operating pattern, multiple transport displacement mechanisms 4 equipped with joint rails 3 are constantly positioned at the starting end 1a of the forward rail 1 and the ending end 2b of the return rail 2, respectively, enabling continuous transport of the transport trolley C.

[0079] As described above, according to the present invention, in a cargo transport system configured to enable a cargo transport trolley to be transported in a loop along a circular track, the circular track for loop transport is composed of an independent forward rail, a return rail, and a joint rail connecting the ends of the forward rail and the return rail. The joint rail is configured to be transportable and displaceable between the end of the return rail and the start of the forward rail, and between the end of the forward rail and the start of the return rail, while maintaining the same laying direction as the return rail. Therefore, with the joint rail laid in the same direction as the return rail, the transport trolley can be circulated with the same laying direction as the return rail, eliminating the need to make large detours outside the left and right ends of the return rail.

[0080] In other words, because the unintended installation constraints imposed by the arc-shaped track section are eliminated, the track width of each rail and the distance between return rails can be shortened, the circular track as a whole can be made more compact, and the space required for track installation between the facilities on the entry and exit sides can be reduced.

[0081] Furthermore, since the direction of travel of the transport trolley is always fixed to the direction of laying of the forward rail, return rail, and joint rail, there is no need to equip the transport trolley with special structures to cope with the uneven stresses associated with curved travel, such as the difference in inner wheel rotation between the front and rear wheels, the difference in rotation between the inner and outer wheels, and centrifugal force, thus simplifying the structure.

[0082] In particular, when the power supply system for the transport trolley is a trolley wire system, no special bending or device structure is required for the trolley wire for power transmission or the mounting structure of the current collector mounted on the transport trolley. That is, the trolley wire can be configured to be transportable and displaceable together with the joint rails, so as to be continuous with the trolley wire provided along each return rail.

[0083] Furthermore, by connecting a transport displacement mechanism to the joint rail and configuring at least two transport displacement mechanisms to be able to reciprocate alternately between the ends of the forward rail and the return rail, one transport displacement mechanism can be configured to move toward the starting end of the return rail with a trolley placed on the joint rail to transfer the trolley from the joint rail to each return rail, while the other transport displacement mechanism can be configured to send out a trolley from the joint rail, leaving it empty, and wait at the end of the return rail to receive a new transport trolley from each return rail. Therefore, multiple transport trolleys can be moved continuously and smoothly along the return rail, which has the effect of improving the efficiency of loading and unloading operations.

[0084] Furthermore, when at least two of the aforementioned transfer displacement mechanisms are moved back and forth alternately between the ends of the forward rail and the return rail, the first transfer displacement mechanism is configured to be able to move back and forth in the upper transfer space, and the second transfer displacement mechanism is configured to be able to move back and forth in the lower transfer space. As a result, the upper and lower transfer spaces between the ends of the forward and return rails are divided into upper and lower sections, which are used for the trolley transfer and return transfer of each transfer displacement mechanism, respectively, in trolley transfer and trolley receiving configurations. This has the effect of saving space in the installation area of ​​each transfer displacement mechanism fitted with a joint rail.

[0085] Thus, the cargo handling system of the present invention not only offers advantages in terms of installation space and cost, but also has the effect of simplifying its structure, making it highly versatile and adaptable to all kinds of automated transport equipment, and enabling stable loading and unloading of cargo. [Explanation of Symbols]

[0086] A Load transport system, B Load, C Transport trolley, O Loop track, O1 Front long side track section, O2 Rear long side track section, O3 Left short side track section, O3' Right short side track section, R Inbound equipment, R1 Inbound station, R2 Load rack, D Outbound equipment, D1 Outbound station, 1 Outbound rail, 1a Outbound rail start, 1b Outbound rail end, 2 Return rail, 2a Return rail start, 2b Return rail end, 3 Joint rail, 4 Transfer displacement mechanism, 40 Reciprocating circuit board 41 Transfer guide, 41a Upper guide section, 41b Lower guide section, 42 Pusher, 42a Upper pusher, 42b Lower pusher, 43 End-side lifting mechanism, 43' Start-side lifting mechanism, 44a Upper transport space, 44b Lower transport space

Claims

1. In a cargo transport system configured to allow a cargo loading trolley to be transported in a loop along a rectangular circular track in a plan view, A forward rail and a return rail are provided parallel to each other along a first direction along which a pair of opposing track sections of the aforementioned circular track are aligned, A transport displacement mechanism is provided that is capable of reciprocating movement in a second direction perpendicular to the first direction in a plan view, and has a joint rail along the first direction that is continuous with the forward rail and the return rail, As the aforementioned transfer displacement mechanism, A first transport displacement mechanism that, by reciprocating movement in the second direction, brings the joint rail to a state where it is continuous with the end of the return rail or continuous with the start of the forward rail, The system includes a second transfer displacement mechanism that, by reciprocating movement in the second direction, brings the joint rail into a continuous state on the terminal side of the forward rail or into a continuous state on the starting side of the return rail, A transport guide configured in two stages, upper and lower, comprising: an upper guide section that guides the movement of the transport displacement mechanism in the second direction in an upper transport space where the joint rail is continuous with the forward rail or the return rail; and a lower guide section provided below the upper guide section that guides the movement of the transport displacement mechanism in the second direction in a lower transport space. An end-side lifting mechanism is provided on the end side of each rail of the forward rail and the return rail, and moves the transport displacement mechanism up and down between the upper transport space and the lower transport space, The system includes a starting end lifting mechanism provided on the starting end side of each rail of the forward rail and the return rail, which raises and lowers the transport displacement mechanism between the upper transport space and the lower transport space. A cargo handling system characterized by the following features.

2. The first and second transport / displacement mechanisms each have at least two of the transport / displacement mechanisms. The cargo conveying system according to feature 1.

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