Overhead hoist transport device and detection method thereof

Abstract

A detection method for a suspended transport device includes obtaining the position information of the vehicle body on the track and vibration information corresponding to the position information. Vibration peak data is generated based on the position information and vibration data. Analysis is performed on the vibration peak data to generate analysis results. It is then determined whether the analysis results indicate a critical clearance position on the track.

Description

Technical Field

[0001] This disclosure relates to a suspended conveying device and a method for testing the suspended conveying device. Prior Technology

[0002] Generally, overhead hoist transport (OHT) devices are commonly used in semiconductor automated logistics systems to transport materials within the production area. More specifically, an OHT device comprises a vehicle that transports different materials along tracks within the production area. The tracks consist of multiple sections assembled together to achieve a complex layout. However, with prolonged use, the gaps between the track sections can increase (e.g., equal to or greater than a critical distance), leading to increased internal loads on the vehicle. Therefore, when the vehicle passes through these gaps in the tracks, a swaying problem occurs, which can potentially cause wear and tear on the vehicle's components.

[0003] In view of this, how to provide a suspended transport device and its detection method that can overcome the above problems is one of the research and development goals in related fields. Summary of the Invention

[0004] The technical specification disclosed herein is a testing method for a suspended conveying device.

[0005] According to some embodiments disclosed herein, a detection method for a suspended transport device includes obtaining position information of the vehicle body on the track and vibration information corresponding to the position information. Vibration peak data is generated based on the position information and vibration information. An analysis operation is performed on the vibration peak data to generate analysis results. It is determined whether the analysis results indicate a critical clearance position on the track.

[0006] In some implementations, performing analysis operations on peak vibration data to produce analysis results includes converting the peak vibration data into multiple vibration values, calculating the vibration values ​​to produce multiple weighted vibration values, and comparing multiple differences between the vibration values ​​and the weighted vibration values.

[0007] In some implementations, when one of the differences is equal to or greater than a predetermined value, the aforementioned difference indicates the critical gap position of the track.

[0008] In some implementations, performing the analysis operation involves using a map data structure integrated from the adjacency relationships of multiple segments of the track.

[0009] In some implementations, the detection method further includes performing an inspection operation on the critical gap position of the track.

[0010] In some implementations, the vehicle's position information on the track is obtained by a position sensor mounted on the vehicle, and the vibration information is obtained by a vibration sensor mounted on the vehicle.

[0011] In some implementations, the track has a plurality of barcodes spaced apart, and a position sensor identifies the barcodes on the track to obtain position information.

[0012] In some implementations, vibration information is obtained when the vehicle stops on one of the barcodes on the track.

[0013] In some implementations, vibration information includes vibration acceleration data of the vehicle's wheels over a period of time.

[0014] In some implementations, the peak vibration data includes the maximum vibration acceleration data of the vehicle's wheels over a period of time.

[0015] In some implementations, the analysis operations are performed by the logic operation unit.

[0016] In some implementations, the detection method further includes transmitting position information and vibration information to a logic processing unit.

[0017] The technical form disclosed herein is a suspended conveying device.

[0018] According to some embodiments disclosed herein, a suspended transport device includes a vehicle body, a position sensor, a vibration sensor, and a logic processing unit. The position sensor is mounted on the vehicle body and configured to acquire position information of the vehicle body on the track. The vibration sensor is mounted on the vehicle body and configured to acquire vibration information corresponding to the position information. The logic processing unit is configured to generate vibration peak data based on the position information and the vibration information, perform analysis operations on the vibration peak data to generate analysis results, and determine whether the analysis results indicate a critical clearance position on the track.

[0019] In some implementations, the analysis operations include converting peak vibration data into multiple vibration values, calculating the vibration values ​​to generate multiple weighted vibration values, and comparing multiple differences between the vibration values ​​and the weighted vibration values.

[0020] In some implementations, when one of the differences is equal to or greater than a predetermined value, the aforementioned difference indicates the critical gap position of the track.

[0021] In some implementations, the predetermined value is the standard deviation of the difference between the vibration value and the weighted vibration value.

[0022] In some embodiments, the suspended conveying device further includes a transmission unit electrically connected to the position sensor and the vibration sensor, wherein the transmission unit is configured to transmit position information and vibration information to the logic processing unit.

[0023] In some embodiments, the vehicle body has a top portion and a side portion connected to the top portion, and position sensors and vibration sensors are disposed on the top portion of the vehicle body.

[0024] In some embodiments, the suspended transport device further includes a control unit electrically connected to a logic unit, wherein the control unit is configured to perform an inspection operation when the analysis results indicate a critical gap position on the track.

[0025] In some implementations, the logic operation unit is configured to perform analysis operations including using a map data structure integrated from the adjacency relationships of multiple segments of the track.

[0026] According to the embodiments disclosed above, since the vibration peak data is analyzed to generate analysis results, the critical clearance position of the track can be determined or detected. This allows for better production efficiency. Furthermore, it avoids vehicle body swaying problems, thereby preventing wear on vehicle body components (e.g., wheels or end elements) and track components (e.g., power lines or signal lines). It also reduces the cost and time of manual inspection.

[0027] It should be understood that the foregoing general description and the following detailed description are merely examples and are intended to provide further explanation of this disclosure. Simple Explanation of the Diagram

[0028] To make the above and other objects, features, advantages and embodiments of this disclosure more apparent and understandable, the accompanying drawings are described below: Figure 1 is a side view of a suspended transport device according to some embodiments of the present disclosure. Figure 2 is a bottom view of the suspended transport device shown in Figure 1. Figure 3 is a block diagram of the suspended transport device shown in Figure 1. Figure 4 is a flowchart of a testing method for a suspended transport device according to some embodiments of the present disclosure. Figure 5 is a flowchart of a testing method for a suspended transport device according to some embodiments of the present disclosure. Figure 6 is a schematic diagram of the track of a suspended transport device according to some embodiments of this disclosure. Figure 7 shows a comparison chart of the difference between vibration values ​​and weighted vibration values ​​according to some embodiments of this disclosure. Implementation

[0029] The following drawings disclose several embodiments of this disclosure. For clarity, many practical details will be described in the following description. However, it should be understood that these practical details should not be used to limit this disclosure. That is, in some embodiments of this disclosure, these practical details are unnecessary and therefore should not be used to limit this disclosure. In addition, for the sake of simplicity, some conventional structures and components will be shown in the drawings in a simple schematic manner. Furthermore, for the convenience of the reader, the dimensions of the components in the drawings are not drawn to scale.

[0030] Figure 1 is a side view of an overhead hoist transport (OHT) device 10 according to some embodiments of the present disclosure; Figure 2 is a bottom view of the overhead hoist transport device 10 shown in Figure 1; and Figure 3 is a block diagram of the overhead hoist transport device 10 shown in Figure 1. Referring to Figures 1 to 3, the overhead hoist transport device 10 includes at least one vehicle body 110, a position sensor 120, a vibration sensor 130, and a logic processing unit 150. The position sensor 120 is disposed on the vehicle body 110 and is configured to obtain position information of the vehicle body 110 on the track 200. The vibration sensor 130 is disposed on the vehicle body 110 and is configured to obtain vibration information corresponding to the position information. The logic processing unit 150 is configured to generate vibration peak data based on the position information and the vibration information, perform analysis operations on the vibration peak data to generate analysis results, and determine whether the analysis results indicate a critical clearance position of the track 200. By configuring the suspended conveyor 10, better production efficiency can be achieved. Furthermore, it avoids the swaying problem of the vehicle body 110, thereby preventing wear and tear on components of the vehicle body 110 (e.g., wheels or terminal elements) and components of the track 200 (e.g., power lines or signal lines). At the same time, it also reduces the cost and time of manual inspection.

[0031] The suspended transport device 10 further includes a transmission unit 140, which is electrically connected to a position sensor 120, a vibration sensor 130, and a logic processing unit 150. The transmission unit 140 is configured to transmit position information and vibration information to the logic processing unit 150. In some embodiments, the transmission unit 140 is electrically connected to the position sensor 120, the vibration sensor 130, and the logic processing unit 150 via a wireless connection.

[0032] The suspended conveying device 10 further includes a control unit 160, which is electrically connected to the logic unit 150. The control unit 160 is configured to perform a check operation on the critical gap position of the track 200 when the analysis result indicates a critical gap position. In other words, when the analysis result does not indicate a critical gap position (i.e., the analysis result indicates that a critical gap position does not exist), no check operation is performed (i.e., the control unit 160 does not generate a control signal to perform the check operation).

[0033] In some embodiments, performing the analysis operation includes using a graph structure, wherein the graph structure (interchangeably referred to as a graph structure model or graph structure method) is integrated from the adjacency relationships (e.g., physical distances or entity distances between multiple segments of track 200) of track 200. In some embodiments, the analysis operation includes converting peak vibration data into multiple vibration values, calculating the vibration values ​​to generate multiple weighted vibration values, and comparing multiple differences between the vibration values ​​and the weighted vibration values. Specifically, the logic operation unit 150 is configured to convert peak vibration data into vibration values ​​at various locations (i.e., different barcodes 210) of track 200, configured to calculate the vibration values ​​at various locations (i.e., different barcodes 210) of track 200 to generate weighted vibration values, and further configured to compare the differences between the vibration values ​​and the weighted vibration values. In some embodiments, comparing the differences between the vibration values ​​and the weighted vibration values ​​includes calculating the vibration values ​​and the weighted vibration values ​​to obtain a difference, and further includes comparing each of the differences with a predetermined value. When one of the differences is equal to or greater than a predetermined value, the aforementioned difference indicates a critical gap position on track 200 (i.e., gap 200G is equal to or greater than a critical distance); and when all differences are less than the predetermined value, the difference indicates that there is no critical gap position on track 200 (i.e., gap 200G is less than a critical distance). In some embodiments, the predetermined value can be calculated by logic unit 150 based on the difference between all vibration values ​​and weighted vibration values. In some embodiments, the suspended conveying device 10 further includes a database unit, and the predetermined value is stored in the database unit.

[0034] In some implementations, a predetermined value is used to determine whether the difference deviates from a normal distribution, thereby determining whether a gap 200G equal to or greater than a critical distance is located on track 200 corresponding to the aforementioned difference. In some implementations, the predetermined value is the standard deviation (e.g., one standard deviation or two standard deviations) of the difference between the vibration value and the weighted vibration value. Alternatively, the predetermined value may be the average, average variation, or standard deviation variation of the difference between the vibration value and the weighted vibration value.

[0035] In some embodiments, the vehicle body 110 has a top portion 112 and a side portion 114 connecting the top portion 112. The top portion 112 of the vehicle body 110 is closer to the track 200 than the side portion 114. Specifically, the top portion 112 of the vehicle body 110 has a connecting section 111. The connecting section 111 is disposed on the track 200 to allow the vehicle body 110 to move along the track 200. The side portion 114 of the vehicle body 110 is used to extend downwards when the vehicle body 110 is stationary (or stopped) to pick up objects (e.g., a wafer cassette containing multiple wafers). For example, a control unit 160 is configured to provide a first control signal to operate the connecting section 111 to move along the track 200, and the control unit 160 is configured to provide a second control signal to operate the side portion 114 to pick up objects. In some embodiments, since the vibration sensor 130 is disposed on the top portion 112 of the vehicle body 110, the accuracy of vibration information can be improved. In some embodiments, the vibration sensor 130 is a gyroscope. In some embodiments, the position sensor 120, the vibration sensor 130, and the transmission unit 140 are all disposed on the top portion 112 of the vehicle body 110.

[0036] In some embodiments, the track 200 has a plurality of barcodes 210 spaced apart. The barcodes 210 may be one-dimensional or two-dimensional. The position sensor 120 is configured to identify the barcodes 210 of the track 200 to obtain position information.

[0037] In some embodiments, multiple vehicle bodies 110 move simultaneously along track 200. The number of vehicle bodies 110 may be two, three, or more, but this disclosure is not limited thereto. To exclude vibrations caused by the vehicle body itself (e.g., vehicle body 110 in Figure 2) and / or vibrations caused by the interaction between the vehicle body (e.g., vehicle body 110 in Figure 2) and other vehicle bodies (not shown for clarity), vibration information is obtained when a vehicle body 110 stops (i.e., is stationary) on one of the barcodes 210 on track 200. In other words, the vibration information is related to vibrations caused on track 200 by other moving vehicle bodies (particularly the moving vehicle body closest to the stationary vehicle body). In other words, when the vibration information is obtained, a vehicle body 110 on one of the barcodes 210 on track 200 is stationary, while at least one of the other vehicle bodies on track 200 (i.e., other vehicle bodies not on the aforementioned barcode) is not stationary (i.e., is moving).

[0038] In some embodiments, the vehicle body 110 includes wheels 118 disposed on a connecting section 111 of the top portion 112. The wheels 118 include driving wheels and driven wheels, wherein the driven wheels support the overall weight of the vehicle body 110. In some embodiments, the vibration information includes vibration acceleration data of the wheels 118 (e.g., driven wheels) of the vehicle body 110 over a period of time. Vibrations caused by other vehicles passing through the gap 200G primarily originate from the driven wheels, and the waveform of the vibration acceleration of the driven wheels over a period of time may have a double-peak shape, wherein the acceleration difference between the double peaks (i.e., two maximum vibration accelerations) is less than 5%. In other words, the double peaks (i.e., two maximum vibration accelerations) are approximately the same. In some embodiments, to exclude the vibration effects (i.e., overlapping waves) simultaneously caused by other vehicles (not shown) at different locations, the logic unit 150 is configured to acquire (or capture) the maximum vibration acceleration data from the vibration acceleration data of the vibration information, and the logic unit 150 thus generates vibration peak data based on the position information and the vibration information. This can improve the accuracy of determining the location of the critical gap.

[0039] In some implementations, when a larger vibration peak data is generated at the same location on track 200 (e.g., the same barcode 210), the logic unit 150 is further configured to replace the original vibration peak data with the larger vibration peak data.

[0040] In some embodiments, the vehicle body 110 further includes two steering portions 113 configured to allow the vehicle body 110 to turn (or adjust the direction of the vehicle body 110). Specifically, the driven wheels 118 are divided into two groups (e.g., front driven wheels and rear driven wheels). Position sensors 120 and vibration sensors 130 are respectively disposed on the two steering portions 113 of the vehicle body 110. The steering portions 113 are connected to the main body of the vehicle body 110 (e.g., connecting section 111, top portion 112, and side portion 114 are collectively referred to as the main body), allowing the steering portions 113 to rotate, thereby turning the main body of the vehicle body 110. In some embodiments, the track 200 includes multiple sections that are assembled together to complete a complex layout. The suspended transport device 10 disclosed herein can be applied to any type of suspended transport device with only minor modifications (e.g., vibration model, track assembly method, and track support method).

[0041] Referring now to Figure 4. Figure 4 is a flowchart of a detection method 300 for a suspended transport device according to some embodiments of the present disclosure. It should be understood that additional steps may be provided before, during, and after the detection method 300 in Figure 4, and some described steps may be replaced, eliminated, or moved for additional embodiments of the detection method 300. The detection method 300 may include steps S310, S320, S330, S340, S350, and S360, which will be described in more detail below with reference to Figures 1 through 4, and the detection method 300 may be performed by the suspended transport device 10 shown in Figures 1 through 3.

[0042] The detection method 300 begins at step S310, obtaining the position information of the vehicle body on the track. Referring to Figures 1 to 4, in some embodiments of step S310, the position information of the vehicle body 110 on the track 200 is obtained by a position sensor 120 disposed on the vehicle body 110. In some embodiments, the position sensor 120 reads (or identifies) the barcode 210 of the track 200 to obtain the position information.

[0043] In step S320, vibration information corresponding to the position information is obtained. Referring to Figures 1 to 4, in some embodiments of step S320, the vibration information corresponding to the position information is obtained by a vibration sensor 130 disposed on the vehicle body 110. The vibration information includes vibration acceleration data of the wheels 118 (e.g., driven wheels) of the vehicle body 110 over a period of time. In some embodiments, the vibration information is obtained when the vehicle body 110 stops (i.e., is stationary) on one of the barcodes 210 of the track 200. In some embodiments, the vibration information corresponding to the position information is obtained after the position information of the vehicle body 110 on the track 200 is obtained. In some embodiments, the vibration information corresponding to the position information is obtained simultaneously with the position information of the vehicle body 110 on the track 200.

[0044] In step S330, the position information and vibration information are transmitted to the logic processing unit. Referring to Figures 1 to 4, in some embodiments of step S330, the transmission unit 140 is configured to transmit the position information and vibration information to the logic processing unit 150. The transmission unit 140 is electrically connected to the position sensor 120, the vibration sensor 130, and the logic processing unit 150. The position sensor 120, the transmission unit 140, and the vibration sensor 130 are all disposed on the top portion 112 of the vehicle body 110, thereby improving the accuracy of the position information and vibration information.

[0045] In step S340, vibration peak data is generated based on position information and vibration information. Referring to Figures 1 to 4, in some embodiments of step S340, the logic unit 150 is configured to generate vibration peak data based on position information and vibration information. In some embodiments, the vibration peak data includes the maximum vibration acceleration data of the wheels 118 (e.g., driven wheels) of the vehicle body 110 over a period of time.

[0046] The detection method 300 continues to step S350, where an analysis operation is performed on the peak vibration data to generate analysis results. Referring to Figures 1 to 4, in some embodiments of step S350, the logic operation unit 150 is configured to perform an analysis operation on the peak vibration data to generate analysis results. In some embodiments, performing the analysis operation includes using a map data structure (which may be interchangeably referred to as a map data structure model or data structure), wherein the map data structure is integrated by the adjacency relationships (e.g., physical distances or entity distances between multiple track segments of track 200) of track 200. In some embodiments, step S350 includes steps S351, S352, and S353, and can be performed using the suspended transport device 10 illustrated in Figures 1 to 3. Figure 5 is a flowchart of step S350 of the detection method 300 of Figure 4 according to some embodiments of this disclosure. The flowchart shown in Figure 5 is merely an example and is not intended to limit this disclosure beyond the scope expressly stated in the claims. It should be understood that additional steps may be provided before, during, and after the steps in Figure 5, and for additional implementations of the steps in Figure 5, some of the described steps may be replaced, eliminated, or moved.

[0047] In step S351, the vibration peak data is converted into multiple vibration values. Referring to Figures 1 to 5, in some embodiments of step S351, the logic operation unit 150 is configured to convert the vibration peak data into vibration values ​​at various locations on the track 200 (i.e., different barcodes 210). In some embodiments, the logic operation unit 150 is configured to convert the maximum vibration acceleration data in the vibration peak data into multiple vibration values. Figure 6 is a schematic diagram of the track 200 of a suspended transport device according to some embodiments of the present disclosure. As shown in Figures 3 and 6, the vibration peak data includes the maximum vibration acceleration data at positions P1 to P10 on the track 200 (i.e., the locations of different barcodes 210), and the logic operation unit 150 is configured to convert the maximum vibration acceleration data into individual vibration values ​​at positions P1 to P10 on the track 200. In some embodiments, the maximum vibration acceleration data of the vibration peak data is converted by the logic operation unit 150 using a function, a machine learning algorithm, or a training dataset to generate vibration values. In some embodiments, converting the vibration peak data into vibration values ​​includes using a map data structure. In detail, the logic operation unit 150 uses a graph structure to generate an ordered graph representing the distance relationships between multiple segments of track 200 (e.g., multiple positions including positions P1 to P10). Since vibrations are non-directional and can be transmitted through adjacent segments of track 200, the ordered graph is modified (or corrected) to represent the adjacency relationships between multiple segments of track 200 (e.g., multiple positions including positions P1 to P10). In some embodiments, vibration peak data is converted into multiple vibration values ​​using a regression method. Vibration acceleration data caused by a position of vehicle 110 on track 200 is regressed (or converted) to vibration values ​​at the same standard speed (e.g., assuming each vehicle 110 passes the aforementioned position on track 200 at the same speed), thereby obtaining the degree of discontinuity (e.g., gap 200G) on track 200. For example, vehicles 110 on track 200 may have different speeds. By returning the different speeds of the vehicle body 110 to the same standard speed, the vibration values ​​calculated based on the peak vibration data can be more accurate.

[0048] In step S352, vibration values ​​are calculated to generate multiple weighted vibration values. Referring to Figures 1 through 5, in some embodiments of step S352, the logic operation unit 150 is configured to calculate vibration values ​​to generate multiple weighted vibration values. In some embodiments, as shown in Figures 3 and 6, vibration values ​​at positions P1 to P10 are calculated to generate weighted vibration values. In some embodiments, the vibration values ​​are calculated by the logic operation unit 150 using numerical analysis methods, functions, machine learning algorithms, or training datasets to generate weighted vibration values. In some embodiments, calculating vibration values ​​to generate weighted vibration values ​​is performed using a map data structure. In some embodiments, generating weighted vibration values ​​includes analyzing the connectivity (e.g., adjacency) and length of each segment of track 200. In some embodiments, vibration values ​​are calculated using polarization operations (e.g., the Laplacian operator in image processing). The magnitude of the weight is related to the distance between two points on track 200 (e.g., any two positions P1 to P10). For example, adjacent points on track 200 (e.g., position P9 and another nearby position P10) will have higher weights than non-adjacent points. In some implementations, generating weighted vibration values ​​involves performing a breadth-first search (BFS) on each point (e.g., positions P1~P10) on an unordered graph representing the adjacency relationships of segments on track 200. Thus, the degree of discontinuity (e.g., gap 200G) on track 200 can be obtained.

[0049] In step S353, multiple differences between the vibration value and the weighted vibration value are compared. Referring to Figures 1 to 5, in some embodiments of step S353, the logic operation unit 150 is configured to compare multiple differences between the vibration value and the weighted vibration value. In some embodiments, comparing multiple differences between the vibration value and the weighted vibration value includes calculating the vibration value and the weighted vibration value to obtain the difference between them, and further includes comparing each of the differences with a predetermined value.

[0050] In some embodiments, the logic operation unit 150 is configured to compare the difference between the vibration value and the weighted vibration value to generate a comparison chart (or comparison result), and the logic operation unit 150 is further configured to generate an analysis result based on the comparison chart (or comparison result). Figure 7 illustrates a comparison chart of the difference between the vibration value and the weighted vibration value according to some embodiments of this disclosure. As shown in Figures 3 and 5 through 7, curve VV plots the vibration value at positions P1 to P10 on track 200 (i.e., the positions where different barcodes 210 are located), and curve WVV plots the weighted vibration value at positions P1 to P10 on track 200. The logic operation unit 150 analyzes the comparison chart (e.g., the comparison chart in Figure 7) to determine whether the difference deviates from a normal distribution, and then generates an analysis result based on the comparison chart. In other words, the logic operation unit 150 is configured to compare each difference with a predetermined value. For example, at position P10, the difference between the vibration value and the weighted vibration value is equal to or greater than a predetermined value (e.g., one standard deviation, two standard deviations, or other suitable standard deviation); while at positions P1-P9, the difference between the vibration value and the weighted vibration value is less than the predetermined value. In some embodiments, the logic operation unit 150 is further configured to classify the difference according to different types of sections of track 200. For example, track 200 includes straight sections and curved sections. The logic operation unit 150 is configured to compare the difference corresponding to one of the straight sections of track 200 with a predetermined value (e.g., standard deviation) corresponding to the aforementioned straight section, and to compare the difference corresponding to one of the curved sections of track 200 with a predetermined value (e.g., standard deviation) corresponding to the aforementioned curved section.

[0051] The detection method 300 continues to step S360, determining whether the analysis result indicates a critical gap position on the track. Referring to Figures 1 to 7, in some embodiments of step S360, the logic operation unit 150 is configured to determine whether the analysis result indicates a critical gap position on the track 200 (e.g., gap 200G is equal to or greater than a critical distance). In some embodiments, when one of the differences corresponding to a position is equal to or greater than a predetermined value, the aforementioned difference indicates that the gap 200G at the aforementioned position is equal to or greater than the critical distance (i.e., a critical gap position); while when the difference corresponding to other positions is less than the predetermined value, it indicates that the gap 200G at these positions is less than the critical distance (i.e., a critical gap position does not exist). In some implementations, as shown in Figures 6 and 7, the difference at position P10 is equal to or greater than a predetermined value. Therefore, the analysis results corresponding to the aforementioned difference indicate that the critical gap position (i.e., the gap 200G at position P10 is equal to or greater than the critical distance) is located at (or near) position P10. The difference at other positions is less than the predetermined value. Therefore, the analysis results corresponding to these differences indicate that there is no critical gap position at (or near) positions P1 to P9 (i.e., the gap 200G at positions P1 to P9 is less than the critical distance).

[0052] Following step S360, the detection method 300 further includes transmitting the analysis result to the control unit 160. Following step S360, the detection method 300 further includes performing subsequent operations based on the analysis result. In some embodiments, the control unit 160 is configured to perform subsequent operations based on the analysis result. When the analysis result indicates a critical gap position on the track 200, the control unit 160 is configured to perform a check operation on the critical gap position of the track 200 based on the analysis result. Conversely, when the analysis result indicates no critical gap position on the track 200, the control unit 160 is configured not to perform a check operation based on the analysis result, and proceeds to step S310. In some embodiments, the track 200 includes an adjustment bar, and the check operation includes the control unit 160 transmitting a control signal to compress the adjustment bar, causing the gap 200G to be reduced (e.g., the distance of the gap 200G is reduced to less than a critical distance).

[0053] In some embodiments, the detection method 300 further includes generating a process / production report by the logic unit 150 based on the analysis results. The process / production report can be transmitted to the database server of the overhead conveyor 10 for review by the supervisor operator.

[0054] It should be noted that the suspended transport device 10 shown in Figure 3 may also include a handling device for implementing one or more of the tools, subsystems, methods or operations described with respect to Figures 1 through 7.

[0055] In summary, analyzing peak vibration data to determine the critical clearance location of the track can lead to improved production efficiency. Furthermore, it avoids vehicle swaying, thus preventing wear on vehicle components (e.g., wheels or end elements) and track components (e.g., power lines or signal lines). It also reduces the cost and time associated with manual inspection.

[0056] Although the present disclosure has been described above with reference to embodiments, it is not intended to limit the present disclosure. Anyone skilled in the art may make various modifications and refinements without departing from the spirit and scope of the present disclosure. Therefore, the scope of protection of the present disclosure shall be determined by the appended claims.

[0057] 10: Suspended conveying device 110: Vehicle body 111: Connecting Section 112: Top section 113: Steering section 114: Side section 118: Wheel 120: Position sensor 130: Vibration sensor 140: Transmission Unit 150: Logic Unit 160: Control Unit 200: Track 200G: Gap 210: Barcode 300: Detection Method S310, S320, S330, S340, S350, S360: Steps S351, S352, S353: Steps P1~P10: Location VV: Curve WVV: Curve

[0058] Domestic storage information (please note in order of storage institution, date, and number) none Overseas storage information (please note in the order of storage country, institution, date, and number) none

Claims

1. A detection method for a suspended transport device, comprising: obtaining position information of a vehicle body on a track and vibration information corresponding to the position information; generating vibration peak data based on the position information and the vibration information; performing an analysis operation on the vibration peak data to generate an analysis result, wherein performing the analysis operation on the vibration peak data to generate the analysis result comprises: converting the vibration peak data into a plurality of vibration values; calculating the vibration values ​​to generate a plurality of weighted vibration values; comparing a plurality of differences between the vibration values ​​and the weighted vibration values; and determining whether the analysis result indicates a critical gap position on the track.

2. The detection method as described in claim 1, wherein when one of the differences is equal to or greater than a predetermined value, the one of the differences indicates the critical gap position in the track.

3. The detection method as described in claim 1, wherein performing the analysis operation includes using a map structure integrated from the adjacency relationships of multiple segments of the track.

4. The detection method as described in claim 1 further includes: performing an inspection operation on the critical gap position of the track.

5. The detection method as described in claim 1, wherein the position information of the vehicle body on the track is obtained by a position sensor installed on the vehicle body, and the vibration information is obtained by a vibration sensor installed on the vehicle body.

6. The detection method as described in claim 5, wherein the track has a plurality of barcodes arranged at intervals, and the position sensor identifies the barcodes of the track to obtain the position information.

7. The detection method as described in claim 6, wherein the vibration information is obtained when the vehicle stops at one of the barcodes on the track.

8. The detection method as described in claim 1, wherein the vibration information includes vibration acceleration data of the wheels of the vehicle body over a period of time.

9. The detection method as described in claim 1, wherein the vibration peak data includes the maximum vibration acceleration data of the wheels of the vehicle body over a period of time.

10. The detection method as described in claim 1, wherein the analysis operation is performed by a logic unit.

11. The detection method as described in claim 10 further includes: transmitting the position information and the vibration information to the logic processing unit.

12. A suspended transport device, comprising: a vehicle body; a position sensor disposed on the vehicle body, the position sensor being configured to acquire position information of the vehicle body on a track; a vibration sensor disposed on the vehicle body, the vibration sensor being configured to acquire vibration information corresponding to the position information; and a logic unit configured to: generate vibration peak data based on the position information and the vibration information; perform an analysis operation on the vibration peak data to generate an analysis result, wherein the analysis operation includes: converting the vibration peak data into a plurality of vibration values; calculating the vibration values ​​to generate a plurality of weighted vibration values; comparing a plurality of differences between the vibration values ​​and the weighted vibration values; and determining whether the analysis result indicates a critical gap position on the track.

13. The suspended conveying device as claimed in claim 12, wherein when one of the differences is equal to or greater than a predetermined value, the one of the differences indicates the critical gap position on the track.

14. The suspended conveying device as claimed in claim 13, wherein the predetermined value is a standard deviation of the differences between the vibration values ​​and the weighted vibration values.

15. The suspended conveying device as claimed in claim 12 further comprises: a transmission unit electrically connected to the position sensor and the vibration sensor, wherein the transmission unit is configured to transmit the position information and the vibration information to the logic unit.

16. The suspended transport device as claimed in claim 12, wherein the vehicle body has a top portion and a side portion connected to the top portion, and wherein the position sensor and the vibration sensor are disposed on the top portion of the vehicle body.

17. The suspended transport device as claimed in claim 12 further comprises: a control unit electrically connected to the logic unit, wherein the control unit is configured to perform a check operation when the analysis result indicates the critical gap position of the track.

18. The suspended transport device as claimed in claim 12, wherein the logic unit is configured to perform the analysis operation including the use of a map structure integrated from the adjacency relationships of multiple segments of the track.

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