Rail-guided truck system

Abstract

A rail-guided truck system (1) comprises: an abnormal section estimation unit (83) that estimates an abnormal section in which an abnormality has occurred; a route generation unit (85) that generates an inspection route for connecting a plurality of abnormality-estimated sections estimated by the abnormal section estimation unit (83); an inspection truck (60) that has a position information acquisition unit (63) for acquiring position information of the truck and an inspection device (65) for inspecting a rail 4; and a travel control unit (87) that controls the travel of an overhead traveling vehicle (6) and the inspection truck (60). The inspection truck (60), while traveling in accordance with the inspection route generated by the route generation unit (85), acquires inspection data in which an inspection result from the inspection device (65) is associated with the position information.

Description

Rail-guided vehicle system

[0001] One aspect of the present invention relates to a rail-guided vehicle system.

[0002] A rail-guided vehicle system is known in which multiple vehicles selectively travel along multiple sections (routes) of a track. To smoothly operate the rail-guided vehicle system, it is necessary to discover track anomalies that could cause vehicle failures and perform appropriate maintenance. As a technology for solving this problem, for example, Patent Literature 1 discloses a guided vehicle system in which an inspection device that inspects for track anomalies is provided on the vehicle, and inspection data that associates the inspection results from the inspection device with the track position on the travel route is transmitted to a controller, thereby enabling the location of an anomaly on the track to be identified.

[0003] Japanese Patent Application Laid-Open No. 2006-331110

[0004] However, if an inspection cart, which is a cart equipped with an inspection device, were to run along the entire length of the track that makes up the transport vehicle system, along with general transport vehicles that transport items, it could affect the running of the transport vehicles and reduce the transport efficiency of the tracked cart system.

[0005] Therefore, an object of one aspect of the present invention is to provide a tracked vehicle system that can acquire inspection data for identifying abnormalities in the track while suppressing a decrease in the transport efficiency of the transport vehicle, even when an inspection vehicle equipped with an inspection device runs on the track alongside the transport vehicle transporting items.

[0006] (1) A rail-guided vehicle system according to one aspect of the present invention is a rail-guided vehicle system in which a plurality of transport vehicles selectively travel along a plurality of sections on a track, and includes an abnormal section estimation unit that estimates a section where an abnormality has occurred, a route generation unit that generates an inspection route connecting the plurality of estimated abnormal sections estimated by the abnormal section estimation unit, an inspection vehicle having a position information acquisition unit that acquires position information of its own vehicle and an inspection device that inspects the track, and a travel control unit that controls the travel of the transport vehicles and the inspection vehicle, and the inspection vehicle travels along the inspection route generated by the route generation unit and acquires inspection data that associates the inspection results from the inspection device with the position information.

[0007] Here, the section where an abnormality has occurred refers to, for example, a section that may have damaged at least some of the components that make up the transport vehicle, or a section that may have damaged at least some of the items being transported. In a track-guided vehicle system with this configuration, the inspection vehicle does not travel on all sections of the track that make up the track-guided vehicle system, but rather the inspection vehicle selectively travels on the estimated abnormal section estimated by the abnormal section estimation unit to acquire inspection data, thereby reducing the possibility of affecting the travel of the transport vehicle. As a result, even when the inspection vehicle equipped with an inspection device travels among the transport vehicles transporting items, it is possible to acquire inspection data for identifying abnormal locations on the track while suppressing a decrease in the transport efficiency of the transport vehicle.

[0008] (2) In the track-guided vehicle system described in (1) above, the inspection vehicle may travel at a slower speed than the transport vehicle. In this configuration, the inspection vehicle's travel speed when traveling on the track while performing an inspection (inspection travel) is slower than the travel speed of the transport vehicle, making congestion more likely to occur. However, in this track-guided vehicle system, the inspection vehicle does not travel on all sections of the track that constitutes the track-guided vehicle system, but instead selectively travels on the estimated abnormal section estimated by the abnormal section estimation unit to obtain inspection data, thereby reducing the possibility of affecting the travel of the transport vehicle. This makes it possible to suppress a decrease in the transport efficiency of the transport vehicle.

[0009] (3) In the track-guided vehicle system described in (1) or (2) above, the inspection vehicle may travel at a slower speed when traveling through a section suspected to be abnormal than when traveling through a normal section other than the section suspected to be abnormal. This allows for obtaining precise inspection results, for example, when inspecting the track using an imaging device.

[0010] (4) In any one of the rail guided vehicle systems (1) to (3) above, the travel control unit may detour the transport vehicle so that it does not travel through the section where the abnormality is estimated. This prevents the transport vehicle from traveling through the section where the abnormality is estimated, thereby preventing damage to the transport vehicle and the articles carried by the transport vehicle.

[0011] (5) In the rail guided vehicle system described in (4) above, the travel control unit may detour a transport vehicle carrying an item to be transported so as not to travel through the estimated abnormality section. Generally, when a transport vehicle travels through a section where an abnormality has occurred, vibrations tend to occur in the transport vehicle. However, in a rail guided vehicle system configured in this manner, a transport vehicle carrying an item will not travel through the estimated abnormality section, thereby preventing damage to the item carried by the transport vehicle due to vibrations.

[0012] (6) In any one of the rail guided vehicle systems described above in (1) to (3), the travel control unit may cause transport vehicles carrying items to be transported to travel without detouring the estimated abnormality section, and cause transport vehicles not carrying items to detour so as not to travel through the estimated abnormality section. In this configuration, only transport vehicles carrying items are allowed to travel through the estimated abnormality section, so that transport efficiency is not reduced and the progression of the abnormality in the estimated abnormality section can be suppressed.

[0013] (7) In any one of the rail guided vehicle systems (1) to (6) above, the travel control unit may limit the travel speed of the transport vehicle and the inspection vehicle when traveling through the estimated abnormality section to a predetermined speed. With this configuration, it is possible to prevent the abnormality in the estimated abnormality section from progressing.

[0014] (8) In any one of the rail guided vehicle systems (1) to (7), an abnormal section identification unit may be further provided that determines whether or not an abnormality exists based on the inspection results and identifies a section where an abnormality exists as an abnormal section based on the position information. With this configuration, an abnormal section on the track can be identified without human intervention.

[0015] (9) In the rail-guided vehicle system of (8) above, the abnormal section estimation unit may update the section identified by the abnormal section identification unit as having no abnormality to be a normal section and exclude it from the estimated abnormal section. With this configuration, the inspection route is generated by excluding normal sections identified as having no abnormality from the estimated abnormal section, thereby preventing the inspection vehicle from running unnecessarily through normal sections that have no abnormality. Furthermore, with this configuration, the section over which the travel of the transport vehicle is restricted is shortened, thereby suppressing a decrease in the transport efficiency of the transport vehicle due to detouring the estimated abnormal section.

[0016] According to one aspect of the present invention, even when an inspection cart equipped with an inspection device runs on a track alongside a transport cart transporting an item, it is possible to obtain inspection data for identifying abnormalities on the track while suppressing a decrease in the transport efficiency of the transport cart.

[0017] FIG. 1 is a schematic plan view showing a rail guided vehicle system according to a first embodiment. FIG. 2 is a rear view showing the overhead traveling vehicle of FIG. 1. FIG. 3 is a block diagram showing the controller of FIG. 1. FIG. 4(a) is a diagram showing a first heat map. FIG. 4(b) is a diagram showing a second heat map. FIG. 5 is a diagram showing a heat map of an estimated abnormal section. FIG. 6 is a flowchart showing an example of a method of acquiring inspection data for an estimated abnormal section, which is implemented in the rail guided vehicle system of FIG. 1. FIG. 7 is a block diagram showing a controller of a rail guided vehicle system according to a second embodiment. FIG. 8 is a flowchart showing an example of a method of acquiring inspection data for an estimated abnormal section, which is implemented in the rail guided vehicle system of FIG. 7. FIG. 9 is a diagram showing an example of a display relating to a damage rate displayed on the display of FIG. 7.

[0018] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and duplicated explanations will be omitted. In some drawings, the directions "upper," "lower," "left," "right," "front," and "rear" are defined for the convenience of explanation.

[0019] First Embodiment As shown in FIGS. 1 and 2 , a rail-guided vehicle system 1 according to a first embodiment is a system for transporting articles 10 between multiple placement units (not shown) using overhead traveling vehicles (transport vehicles) 6 that are movable along a track 4. The articles 10 include, for example, front-opening unified pods (FOUPs) for storing multiple semiconductor wafers, containers for storing glass substrates, containers such as reticle pods, and general components. The placement units include buffers and delivery ports. In the rail-guided vehicle system 1, multiple overhead traveling vehicles 6 selectively travel along multiple sections 41 of the track 4. The rail-guided vehicle system 1 includes the track 4, multiple overhead traveling vehicles 6, an inspection vehicle 60, a controller 8, a data server DS, and a display 12 (see FIG. 3 ).

[0020] The track 4 is installed near the ceiling, which is the overhead space for workers. The track 4 is suspended from the ceiling, for example. The track 4 is a predetermined one-way running path for the overhead traveling vehicle 6. The track 4 is supported by supports 40A, 40A. The track 4 includes multiple sections 41 constituting the main track and a work section 42 in which a work area 160 for inspecting the overhead traveling vehicle 6 is provided. The sections 41 are portions of the track between branching or merging points. The sections 41 may be, for example, intrabays (intra-section tracks) that are provided independently of each other, or interbays (connecting tracks) that connect multiple intrabays. In the illustrated example, the track 4 includes at least the first to eighteenth sections 41A to 41R. The configuration of the sections 41 is not particularly limited, as long as they are part of the track 4.

[0021] The track 4 has a cylindrical rail main body 40 consisting of a pair of lower surface portions 40B, a pair of side surface portions 40C, 40C, and a top surface portion 40D, and a power supply portion 40E. The rail main body 40 houses (encloses) the running portion 50 of the overhead traveling vehicle 6. The lower surface portion 40B extends in the running direction of the overhead traveling vehicle 6 and forms the lower surface of the rail main body 40. The lower surface portion 40B is a plate-shaped member on which the running rollers 51 of the overhead traveling vehicle 6 roll. The side surface portion 40C extends in the running direction of the overhead traveling vehicle 6 and forms the side surface of the rail main body 40. The top surface portion 40D extends in the running direction of the overhead traveling vehicle 6 and forms the upper surface of the rail main body 40. A magnetic plate 40F is attached to the top surface portion 40D.

[0022] The power supply unit 40E supplies power to the power supply core 57 of the overhead traveling vehicle 6 and transmits and receives signals to and from the power supply core 57. The power supply unit 40E is fixed to each of the pair of side portions 40C, 40C and extends along the traveling direction. The power supply unit 40E supplies power to the power supply core 57 in a non-contact manner. The magnetic plate 40F generates a magnetic force in the LDM (Linear DC Motor) 59 of the overhead traveling vehicle 6 to cause it to travel or stop. The magnetic plate 40F is fixed to the top surface portion 40D by a bracket or the like (not shown) and extends along the traveling direction. The overhead traveling vehicle 6 is a linear motor-driven track-guided vehicle.

[0023] The overhead traveling vehicle 6 travels on the track 4 and transports the article 10. The overhead traveling vehicle 6 travels on the track 4 means that the travel rollers 51 of the overhead traveling vehicle 6 roll on the underside 40B of the track 4. The overhead traveling vehicle 6 is configured to be able to transfer the article 10. The overhead traveling vehicle 6 is an overhead traveling unmanned vehicle. The number of overhead traveling vehicles 6 provided in the track guided vehicle system 1 is not particularly limited and may be more than one. The overhead traveling vehicle 6 has a main body unit 7, a travel unit 50, and a control unit 35.

[0024] The main body 7 includes a main body frame 22, a lateral feed unit 24, a θ drive 26, a lifting drive unit 28, a lifting platform 30, and a cover 33. The main body frame 22 is connected to the travel unit 50 and supports the lateral feed unit 24, the θ drive 26, the lifting drive unit 28, the lifting platform 30, and the cover 33. The lateral feed unit 24 collectively moves the θ drive 26, the lifting drive unit 28, and the lifting platform 30 laterally in a direction perpendicular to the running direction of the track 4. The θ drive 26 rotates at least one of the lifting drive unit 28 and the lifting platform 30 within a predetermined angle range in a horizontal plane. The lifting drive unit 28 raises and lowers the lifting platform 30 by winding or unwinding a suspending member such as a wire, rope, or belt. The lifting platform 30 is provided with a chuck that can freely grip or release the article 10. A pair of covers 33 are provided, for example, at the front and rear of the overhead traveling vehicle 6 in the traveling direction. The covers 33 have protruding claws or the like (not shown) to prevent the articles 10 from falling during transportation.

[0025] The traveling unit 50 causes the overhead traveling vehicle 6 to travel along the track 4. The traveling unit 50 has various rollers, such as traveling rollers 51 and side rollers 52, as well as a power supply core 57 and an LDM 59. The power supply cores 57 are arranged at the front and rear of the traveling unit 50 so as to sandwich the LDM 59 in the left-right direction. They perform contactless power supply and contactless transmission and reception of various signals with a power supply unit 40E arranged on the track 4. The power supply core 57 exchanges signals with the control unit 35. The LDM 59 is arranged at the front and rear of the traveling unit 50. The LDM 59 generates a magnetic force for traveling or stopping by using an electromagnet between it and a magnetic plate 40F arranged on the top surface of the track 4.

[0026] The control unit 35 is an electronic control unit including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc. The control unit 35 controls various operations of the overhead traveling vehicle 6. Specifically, the control unit 35 controls the traveling unit 50, the traverse unit 24, the θ drive 26, the lifting drive unit 28, and the lifting platform 30. The control unit 35 can be configured as software in which a program stored in the ROM is loaded onto the RAM and executed by the CPU, for example. The control unit 35 may also be configured as hardware including electronic circuits, etc. The control unit 35 may communicate with the controller 8 and the data server DS using a power supply unit 40E (power supply line or feeder line) of the track 4, etc.

[0027] The control unit 35 transmits the travel history information of the overhead traveling vehicle 6 to the data server DS. The travel history information is information relating to the route of the track 4 on which the overhead traveling vehicle 6 has traveled. The travel history information may also include time information. For example, the travel history information may be information in which each section 41 of the track 4 on which the overhead traveling vehicle 6 has traveled is associated with the time at which each section was traveled.

[0028] The inspection cart 60 is a cart that travels on the track 4 while inspecting the track 4 for abnormalities. The inspection cart 60 of this embodiment travels along an inspection route generated by a route generation unit 85, which will be described in detail later. Examples of abnormalities on the track 4 include vertical or horizontal steps (misalignment) at joints of the rail main body 40 that constitutes the track 4, and damage to the rail main body 40. The inspection cart 60 includes a traveling unit 61A, a main body 61B, a position information acquisition unit 63, an inspection device 65, and a memory unit 67.

[0029] The running unit 61A has a configuration similar to that of the running unit 50 of the overhead traveling vehicle 6. The running unit 61A causes the inspection cart 60 to travel along the track 4. The main body unit 61B is connected to (suspended from) the running unit 61A, similar to that of the running unit 50 of the overhead traveling vehicle 6. The main body unit 61B may have a configuration similar to that of the main body unit 7 of the overhead traveling vehicle 6, or may have a configuration including only the main body frame 22 of the overhead traveling vehicle 6, for example.

[0030] The position information acquisition unit 63 acquires position information of the vehicle. The position information acquisition unit 63 may be composed of, for example, a reading unit that reads a barcode or the like that is affixed to the track 4 and displays position information, an encoder, etc. The position information acquisition unit 63 acquires point information obtained by the reading unit and the distance traveled since passing the point that is obtained from the encoder.

[0031] The inspection device 65 is a device that inspects the track 4. Examples of the inspection device 65 include an imaging device, a vibration meter, and a distance measuring device. The inspection device 65 inspects the track 4 for defects that may damage at least some of the components (e.g., the traveling rollers 51 and the LDM 59) that make up the overhead traveling vehicle 6 or the article 10 to be transported. The inspection cart 60 of this embodiment is equipped with an imaging device. The imaging device images the inner surface and / or the outer surface of the rail main body 40. The imaging device may be provided, for example, in the traveling section 61A to image the inner surface of the rail main body 40 that houses (encloses) the traveling section 61 of the overhead traveling vehicle 6, or may be provided, for example, in the main body 61B to image the outer surface of the rail main body 40.

[0032] The storage unit 67 stores inspection data that associates the inspection results (captured images) from the imaging device with position information. That is, the inspection cart 60 acquires inspection data that associates the inspection results from the inspection device 65 with position information while traveling along the inspection route generated by the route generation unit 85. The inspection cart 60 may transmit the inspection data stored in the storage unit 67 to the data server DS. The inspection cart 60 may not be provided with the storage unit 67. In this case, the inspection cart 60 transmits the inspection data to be stored in another storage, such as the data server DS.

[0033] When the inspection cart 60 travels through an estimated abnormal section estimated by the abnormal section estimation unit 83 of the controller 8, which will be described in detail later, it travels at a slower speed than when it travels through normal sections other than the estimated abnormal section. When the inspection cart 60 travels through a normal section, it travels at the same speed as when the overhead traveling vehicle 6 travels through a normal section. The speed at which the inspection cart 60 travels through a normal section is adjusted as appropriate depending on the type of inspection device to be installed, such as an inspection device that is resistant to vibrations or a heavy inspection device.

[0034] The work area 160 is provided in the work section 42, and is an area for inspecting the condition of the overhead traveling vehicle 6. An inspection device 70 is provided in the work area 160. The inspection device 70 inspects the condition of the overhead traveling vehicle 6. The inspection device 70 inspects the damage state (presence or absence of damage) of at least one of the traveling rollers 51 and the LDM 59 of the traveling section 50 included in the overhead traveling vehicle 6. Examples of the damaged state include the presence or absence of scratches on the LDM 59 caused by peeling of a portion of the magnetic plate 40F, or the presence or absence of scratches formed on the traveling roller 51 extending in the vertical direction.

[0035] The inspection device 70 has a camera that captures images of at least one of the traveling rollers 51 and the LDM 59. For example, in the inspection device 70, the damage state (presence or absence of scratches, etc.) may be determined by an operator observing the image captured by the camera, or the damage state may be automatically determined based on the image using techniques such as image analysis. The inspection device 70 is capable of communicating with the controller 8 and transmits the damage state determination result to the controller 8. Note that when the worker determines the damage state, the worker may input the determination result into the inspection device 70.

[0036] The work area 160 is also provided with a waiting section 44 where the inspection cart 60 is kept waiting. The inspection cart 60 is controlled by a controller 8, which will be described in detail later, and leaves the waiting section 44 at a predetermined timing. The inspection cart 60 travels along an inspection route generated by a route generating unit 85, which will be described in detail later, and acquires inspection data that associates the inspection results obtained by the inspection device 65 with position information.

[0037] The controller 8 is an electronic control unit including a CPU, a ROM, a RAM, etc. The controller 8 can be configured as software in which a program stored in the ROM is loaded onto the RAM and executed by the CPU, for example. The controller 8 may also be configured as hardware including electronic circuits, etc. The controller 8 transmits a transport command to the overhead traveling vehicle 6 to transport the article 10. The controller 8 also transmits a travel command to the overhead traveling vehicle 6 to be inspected for damage to travel to the work area 160.

[0038] 3, the controller 8 has, as functional components, a status information acquisition unit 81, a travel history information acquisition unit 82, an abnormal section estimation unit 83, a route generation unit 85, a travel control unit 87, and an abnormal section identification unit 89. The status information acquisition unit 81 acquires status information of the multiple overhead traveling vehicles 6. The status information acquisition unit 81 here acquires, as status information, the results of damage state determination made by the inspection device 70 for the multiple overhead traveling vehicles 6 from the inspection device 70. The travel history information acquisition unit 82 acquires the travel history information of the multiple overhead traveling vehicles 6 from the data server DS.

[0039] The abnormal section estimation unit 83 estimates a section 41 in which an abnormality has occurred based on the status information acquired from the inspection device 70 by the status information acquisition unit 81 and the driving history information acquired from the data server DS by the driving history information acquisition unit 82. In the present embodiment, the abnormal section estimation unit 83 groups the multiple overhead traveling vehicles 6 into a first group having damage and a second group having no damage based on the status information. The abnormal section estimation unit 83 estimates a section 41 in which an abnormality has occurred based on a first frequency at which the multiple overhead traveling vehicles 6 of the first group traveled in the multiple sections 41 and a second frequency at which the multiple overhead traveling vehicles 6 of the second group traveled in the multiple sections 41. Here, the abnormal section estimation unit 83 estimates a difference value between the first frequency and the second frequency in the multiple sections 41 as a degree of abnormality in the estimated abnormal section, and causes the display 12 to display a heat map showing the multiple sections 41 differentiated according to the difference value.

[0040] As an example, the abnormal section estimation unit 83 calculates a first frequency at which a first group of multiple overhead traveling vehicles 6 have traveled in the multiple sections 41, based on the status information and the traveling history information. The abnormal section estimation unit 83 generates a first heat map H1 (see FIG. 4( a) ) for the multiple sections 41, in which the greater the first frequency, the darker the color, and the smaller the first frequency, the lighter the color, and no color is displayed when no overhead traveling vehicles 6 are traveling. Furthermore, the abnormal section estimation unit 83 calculates a second frequency at which a second group of multiple overhead traveling vehicles 6 have traveled in the multiple sections 41, based on the status information and the traveling history information. The abnormal section estimation unit 83 generates a second heat map H2 (see FIG. 4( b) ) for the multiple sections 41, in which the greater the second frequency, the darker the color, and the smaller the second frequency, the lighter the color, and no color is displayed when no overhead traveling vehicles 6 are traveling. 5 , the abnormal section estimation unit 83 subtracts the second heat map H2 from the first heat map H1 to generate an estimated abnormal section heat map H3, which is a difference heat map, as an estimate of the estimated abnormal section. The controller 8 displays the generated estimated abnormal section heat map H3 on the display 12.

[0041] The abnormal section estimation unit 83 updates the estimated abnormal section by excluding a section identified as having no abnormality by the abnormal section identification unit 89, which will be described in detail later, from the estimated abnormal section. The estimated abnormal section estimated by the abnormal section estimation unit 83 is used to generate an inspection route in the route generation unit 85. The estimated abnormal section estimated by the abnormal section estimation unit 83 is also used by the travel control unit 87 to control the travel of the overhead traveling vehicle 6 and the inspection cart 60.

[0042] The path generation unit 85 generates an inspection path connecting the multiple estimated abnormal sections estimated by the abnormal section estimation unit 83. For example, the path generation unit 85 generates an inspection path that travels through both the estimated abnormal section corresponding to the darkest shading level and the estimated abnormal section corresponding to the second darkest shading level in the estimated abnormal section heat map H3 shown in FIG. 5. That is, the path generation unit 85 generates an inspection path that starts from the waiting section 44, travels through both the estimated abnormal section corresponding to the darkest shading level and the estimated abnormal section corresponding to the second darkest shading level, and ends up in the waiting section 44. Hereinafter, the estimated abnormal section estimated by the abnormal section estimation unit 83 will be described as the estimated abnormal section corresponding to the darkest shading level and the second darkest shading level in the estimated abnormal section heat map H3 shown in FIG. 5, and may also be simply referred to as the "estimated abnormal section."

[0043] The travel control unit 87 controls the travel of the overhead traveling vehicle 6 and the inspection cart 60. The travel control unit 87 detours the overhead traveling vehicle 6 so as not to travel through the estimated abnormality section. The travel control unit 87 detours the overhead traveling vehicle 6 holding the article 10 to be transported so as not to travel through the estimated abnormality section. The travel control unit 87 limits the travel speed of the inspection cart 60 when traveling through the estimated abnormality section to a predetermined speed. In addition, the travel control unit 87 controls the inspection cart 60 so that the travel speed when traveling through sections other than the estimated abnormality section is faster than the travel speed when traveling through the estimated abnormality section.

[0044] The abnormal section identifying unit 89 determines whether or not there is an abnormality based on the inspection results, and identifies a section where an abnormality exists as an abnormal section based on position information. The abnormal section identifying unit 89 identifies whether or not there is an abnormality based on the inspection results (captured images) stored in the storage unit 67 of the inspection cart 60. The abnormal section identifying unit 89 determines whether or not a pre-stored image of an abnormal portion of the track 4, such as a step, is included in the inspection results (captured images) (by pattern matching, machine learning, etc.), for example.

[0045] The data server DS is configured to be able to communicate with each overhead traveling vehicle 6 and the controller 8 via wired or wireless communication. The data server DS receives and stores (accumulates) traveling history information from each overhead traveling vehicle 6. The display 12 is a display unit that displays various types of information. The display 12 is connected to the controller 8, and displays the estimated abnormality section heat map H3 under the control of the controller 8.

[0046] Next, an example of a method for acquiring inspection data for an estimated abnormality section, which is carried out in the above-described rail guided vehicle system 1, will be described with reference to the flowchart of FIG.

[0047] In the track-guided vehicle system 1, for example, the timing when the inspection device 70 first determines that there is damage is used as a trigger, and the following processing is carried out by the controller 8 after a predetermined time has passed from the trigger timing or after a predetermined number of overhead traveling vehicles 6 have been inspected by the inspection device 70.

[0048] That is, first, the status information acquisition unit 81 acquires status information of the multiple overhead traveling vehicles 6 from the inspection device 70 (status information acquisition step: step S1). In step S1, status information of the multiple overhead traveling vehicles 6 inspected by the inspection device 70 from the trigger timing to the present time is acquired. Next, the abnormal section estimation unit 83 groups the multiple overhead traveling vehicles 6 for which status information has been acquired (step S2). In step S2, based on the status information of the multiple overhead traveling vehicles 6, the multiple overhead traveling vehicles 6 are grouped into a first group having damage and a second group having no damage.

[0049] Next, the travel history information acquisition unit 82 acquires the travel history information of the multiple overhead traveling vehicles 6 for which the status information has been acquired from the data server DS (travel history information acquisition step: step S3). The travel history information of each overhead traveling vehicle 6 in step S3 is information about the travel history of the overhead traveling vehicle 6 between the latest inspection by the inspection device 70 (the inspection corresponding to the status information in step S1) and the previous inspection (the inspection immediately before the latest inspection).

[0050] Next, based on the status information and the running history information, the abnormal section estimation unit 83 calculates a first frequency at which multiple overhead traveling vehicles 6 belonging to the first group (i.e., damaged) have traveled for each section 41, and generates a first heat map H1 (see FIG. 4(a)) having shading corresponding to the first frequency (step S4). Based on the status information and the running history information, the abnormal section estimation unit 83 calculates a second frequency at which multiple overhead traveling vehicles 6 belonging to the second group (i.e., undamaged) have traveled for each section 41, and generates a second heat map H2 (see FIG. 4(a)) having shading corresponding to the second frequency.

[0051] Next, the abnormal section estimation unit 83 subtracts the second heat map H2 from the first heat map H1 to generate an estimated abnormal section heat map H3 (see FIG. 5 ) as an estimate of the abnormal section (estimated abnormal section estimation step: Step S6).The abnormal section estimation unit 83 then displays the generated estimated abnormal section heat map H3 on the display 12 (Step S7).

[0052] Next, the route generating unit 85 generates an inspection route connecting the multiple estimated abnormal sections estimated by the abnormal section estimating unit 83 (step S8). The route generating unit 85 generates an inspection route that starts from the waiting section 44, travels through both the estimated abnormal section corresponding to the darkest part of the shading level and the estimated abnormal section corresponding to the second darkest part, and ends up entering the waiting section 44.

[0053] Next, the travel control unit 87 causes the inspection cart 60 to travel along the inspection route generated by the route generation unit 85 (step S9). The inspection cart 60 leaves the waiting section 44, travels through a section that includes both the estimated abnormality section corresponding to the darkest portion of the shading level and the estimated abnormality section corresponding to the second darkest portion, and then enters the waiting section 44. While traveling along the inspection route, the inspection cart 60 travels while capturing images of at least the estimated abnormality section corresponding to the darkest portion of the shading level and the estimated abnormality section corresponding to the second darkest portion with the imaging device. When traveling through the estimated abnormality section corresponding to the darkest portion of the shading level and the estimated abnormality section corresponding to the second darkest portion, the inspection cart 60 travels at a slower speed than in sections other than the estimated abnormality section corresponding to the darkest portion of the shading level and the estimated abnormality section corresponding to the second darkest portion.

[0054] The following describes the effects of the rail guided vehicle system 1 of the first embodiment. In the rail guided vehicle system 1 of the first embodiment, the inspection vehicle 60 does not travel over all sections of the track 4 that constitutes the rail guided vehicle system 1, but rather the inspection vehicle 60 selectively travels over an estimated abnormal section estimated by the abnormal section estimation unit 83 to acquire inspection data, thereby reducing the possibility of affecting the travel of the overhead traveling vehicle 6. As a result, even when the inspection vehicle 60 equipped with the inspection device 65 travels on the track 4 together with the overhead traveling vehicle 6 that transports the article 10, it is possible to acquire inspection data for identifying abnormal locations on the track 4 while suppressing a decrease in transport efficiency in the overhead traveling vehicle 6.

[0055] In the rail guided vehicle system 1 of the first embodiment, the inspection vehicle 60 travels at a slower speed than the overhead traveling vehicle 6. As a result, the traveling speed of the inspection vehicle 60 when traveling on the track 4 while performing an inspection (inspection traveling) is slower than the traveling speed of the overhead traveling vehicle 6, making it more likely for congestion to occur. However, in the rail guided vehicle system 1 of the first embodiment, the inspection vehicle 60 selectively travels through the estimated abnormality section estimated by the abnormal section estimation unit 83 to acquire inspection data, so there is little possibility that the inspection vehicle 60 will affect the traveling of the overhead traveling vehicle 6. This makes it possible to suppress a decrease in the transport efficiency of the overhead traveling vehicle 6.

[0056] In the rail guided vehicle system 1 of the first embodiment, the inspection vehicle 60 travels at a slower speed in the estimated abnormality section than when traveling in normal sections other than the estimated abnormality section, thereby enabling accurate inspection results to be obtained.

[0057] In the rail guided vehicle system 1 of the first embodiment, the travel control unit 87 detours the overhead traveling vehicle 6 so that it does not travel through the section where an abnormality is estimated. This prevents the overhead traveling vehicle 6 from traveling through the section where an abnormality is estimated to exist, thereby preventing damage to the overhead traveling vehicle 6 and the article 10 held by the overhead traveling vehicle 6.

[0058] The rail guided vehicle system 1 of the first embodiment is provided with an abnormal section identifying unit 89 that determines whether or not there is an abnormality in the track 4 based on the inspection results and identifies a section where an abnormality exists as an abnormal section based on position information. This makes it possible to identify an abnormal section on the track 4 without human intervention.

[0059] In the rail guided vehicle system 1 of the first embodiment described above, the abnormal section estimation unit 83 updates the section identified by the abnormal section identification unit 89 as having no abnormality to be a normal section and excludes it from the estimated abnormal section. This allows the inspection route to be generated by excluding normal sections identified as having no abnormality from the estimated abnormal section, preventing the inspection vehicle 60 from running unnecessarily through normal sections that have no abnormality. Furthermore, the section over which the travel of the overhead traveling vehicle 6 is restricted is shortened, thereby preventing a decrease in the transport efficiency of the overhead traveling vehicle 6 due to detouring the estimated abnormal section.

[0060] In the rail guided vehicle system 1, time information is included in the travel history information of the overhead traveling vehicle 6. Therefore, the time information included in the travel history information of the overhead traveling vehicle 6 may be used to weight the status information of the overhead traveling vehicle, for example.

[0061] Second Embodiment Next, a second embodiment will be described. In the description of this embodiment, differences from the first embodiment will be described, and overlapping descriptions will be omitted where appropriate.

[0062] As shown in FIG. 7 , in the rail-guided vehicle system 101 according to the second embodiment, the controller 8 further includes a vehicle selection unit 84 as a functional component. The vehicle selection unit 84 references the travel history information stored in the data server DS and selects some overhead traveling vehicles 6 from the multiple overhead traveling vehicles 6. The some overhead traveling vehicles 6 (hereinafter simply referred to as "some overhead traveling vehicles 6") selected by the vehicle selection unit 84 are multiple vehicles relating to a combination of multiple sections 41 that, when combined, cover all sections 41 of the track 4. The some overhead traveling vehicles 6 travel so as to cover all sections 41 of the track 4. In other words, when combined, the multiple sections 41 that each of the some overhead traveling vehicles 6 has traveled cover all sections 41 of the track 4.

[0063] The status information acquisition unit 81 acquires status information of some of the overhead traveling vehicles 6 from the inspection device 70. When acquiring status information of some of the overhead traveling vehicles 6, the controller 8 may sequentially assign driving commands to some of the overhead traveling vehicles 6 to drive them to the work area 160, and inspect some of the overhead traveling vehicles 6 sequentially using the inspection device 70. Alternatively, when acquiring status information of some of the overhead traveling vehicles 6, if inspection of some of the overhead traveling vehicles 6 has already been completed by the inspection device 70, the inspection results may be used.

[0064] The abnormal section estimation unit 83 estimates a section 41 in which an abnormality has occurred based on the ratio of the number of damaged overhead traveling vehicles 6 that have traveled through each of the multiple sections 41 (here, all sections 41) (also simply referred to as the damage ratio). As an example, if N overhead traveling vehicles 6 are traveling through a certain section 41 and k (k≦N) of them are damaged, the damage ratio (damage ratio) of the multiple overhead traveling vehicles 6 that have traveled through the certain section 41 may be expressed as (k / N)×100. The abnormal section estimation unit 83 estimates a section 41 among the multiple sections 41 whose damage ratio is equal to or greater than a threshold as an estimated abnormal section. The threshold is a predetermined value that may be a fixed value or a variable value. When an estimated abnormal section is estimated by the abnormal section estimation unit 83, the controller 8 outputs a warning (visual, audio, etc.) indicating the existence of an estimated abnormal section via, for example, the display 12 and a speaker (not shown).

[0065] Next, an example of a method for acquiring inspection data for an estimated abnormality section, which is performed in the rail guided vehicle system 101, will be described with reference to the flowchart in Fig. 8. In the rail guided vehicle system 1, the following process is performed by the controller 8, triggered, for example, by a pre-scheduled timing or a timing operated (manually) by an operator.

[0066] That is, first, the travel history information acquisition unit 82 acquires the travel history information of the multiple overhead traveling vehicles 6 from the data server DS (step S11). Based on the acquired travel history information of the multiple overhead traveling vehicles 6, the bogie selection unit 84 selects some overhead traveling vehicles 6 relating to a combination that covers all the sections 41 of the track 4 when the multiple sections 41 that have been traveled are combined (step S12).

[0067] Next, the status information acquisition unit 81 acquires status information of the selected portion of the overhead traveling vehicles 6 from the inspection device 70 (step S13). In step S13, for example, the controller 8 sequentially assigns a travel command to the portion of the overhead traveling vehicles 6 to travel to the work area 160, and the portion of the overhead traveling vehicles 6 is inspected sequentially by the inspection device 70, and the inspection results are acquired as status information.

[0068] Next, the abnormal section estimation unit 83 calculates the damage rate of the multiple overhead traveling vehicles 6 that have traveled in each section 41 based on the status information and travel history information of some of the overhead traveling vehicles 6 (step S14). The abnormal section estimation unit 83 determines whether there is a section 41 in which the damage rate of the multiple overhead traveling vehicles 6 that have traveled is equal to or greater than a threshold (i.e., whether there is a high possibility that at least one of the multiple sections 41 is abnormal) (step S15). If the result of step S15 is YES, the abnormal section estimation unit 83 estimates the section 41 in which the damage rate is equal to or greater than the threshold as an estimated abnormal section (step S16). Then, a warning (visual, audio, etc.) indicating the existence of an estimated abnormal section is output via, for example, the display 12 and a speaker (not shown) (step S17).

[0069] Next, the route generating unit 85 generates an inspection route connecting the multiple estimated abnormal sections estimated by the abnormal section estimating unit 83 (step S8). The route generating unit 85 generates an inspection route that starts with leaving the waiting section 44, travels through the multiple estimated abnormal sections estimated in step S16, and ends with entering the waiting section 44. Next, the travel control unit 87 causes the inspection cart 60 to travel along the inspection route generated by the route generating unit 85 (step S9).

[0070] In this embodiment, as an indication of the damage rate, for example, as shown in Fig. 9, the overhead traveling vehicle 6 that has traveled through each section 41 and its status may be displayed on the display 12. In the example of Fig. 9, the number following the "#" is the identification number of the overhead traveling vehicle 6. "OK" corresponds to the fact that the overhead traveling vehicle 6 is not damaged, and "NG" corresponds to the fact that the overhead traveling vehicle 6 is damaged. This allows the worker to easily grasp the damage rate of each section 41.

[0071] Although one embodiment has been described above, one aspect of the present invention is not limited to the above embodiment, and various modifications are possible without departing from the spirit of the invention.

[0072] In the above-described first and second embodiments of the rail-guided vehicle system 1, the traveling control unit 87 has been described as controlling all of the overhead traveling vehicles 6 so as not to travel through the estimated abnormal section estimated by the abnormal section estimation unit 83, but the present invention is not limited to this.

[0073] (Variation 1) For example, the travel control unit 87 may detour only the overhead traveling vehicle 6 that is holding the article 10 to be transported, out of all the overhead traveling vehicles 6, so as not to travel through the estimated abnormality section. Generally, when the overhead traveling vehicle 6 travels through a section where an abnormality has occurred, vibrations are likely to occur in the overhead traveling vehicle 6. However, in the rail guided vehicle system 1 according to variation 1, the overhead traveling vehicle 6 holding the article 10 will not travel through the estimated abnormality section, so that damage to the article 10 held by the overhead traveling vehicle 6 due to vibrations can be suppressed.

[0074] (Variation 2) Furthermore, for example, the travel control unit 87 may cause, of all overhead traveling vehicles 6, those carrying articles 10 to be transported to travel without detouring the estimated abnormality section estimated by the abnormal section estimation unit 83, and may cause those overhead traveling vehicles 6 not carrying articles 10 to detour so as not to travel through the estimated abnormality section. In the rail guided vehicle system 1 according to variation 2, only the overhead traveling vehicles 6 carrying articles 10 are allowed to travel through the estimated abnormality section, so that transport efficiency is not reduced and the progression of the abnormality in the estimated abnormality section can be suppressed.

[0075] (Modification 3) In the above first embodiment, second embodiment, and part of modification 1, an example has been described in which the overhead traveling vehicle 6 travels through the estimated abnormal section estimated by the abnormal section estimation unit 83 without detouring it, but in this case, the traveling speed of the overhead traveling vehicle 6 when traveling through the estimated abnormal section may be limited to a predetermined speed. The rail guided vehicle system 1 according to modification 3 can prevent the abnormality in the estimated abnormal section from progressing.

[0076] (Other Modifications) Although the inspection carriage 60 in the first embodiment, the second embodiment, and the first modification has been described as traveling at a slower speed than the overhead traveling vehicle 6, it may travel at approximately the same speed as the overhead traveling vehicle 6, or may travel at a higher speed than the overhead traveling vehicle 6. Furthermore, the inspection carriage 60 in the first embodiment, the second embodiment, and the first modification has been described as traveling at a lower speed when traveling in an estimated abnormality section estimated by the abnormal section estimation unit 83 than when traveling in a normal section other than the estimated abnormality section, but it may travel at approximately the same speed as when traveling in a normal section, or may travel at a higher speed than when traveling in a normal section if inspection is possible.

[0077] The controller 8 in the first embodiment, the second embodiment, and the first modification has been described as including the abnormal section identification unit 89, i.e., as an example in which an abnormal section, which is a section where an abnormality actually exists, is automatically identified from the estimated abnormal section estimated by the abnormal section estimation unit 83. However, the present invention is not limited to this. For example, the abnormal section may be identified by an operator based on the inspection data stored in the storage unit 67.

[0078] In the above-described first embodiment, second embodiment, and modified example 1, the inspection cart 60 is on standby in the standby section 44 of the work area 160, and travels along the inspection path under the control of the controller 8 at predetermined timing. However, for example, the inspection cart 60 may be manually set on the track 4 at predetermined timing. Even in this case, the travel control unit 87 of the controller 8 can cause the inspection cart 60 to travel along the inspection path generated by the path generation unit 85.

[0079] The method of estimating the estimated abnormal section is not limited to the method by the abnormal section estimation unit 83 in the first embodiment, the second embodiment, and the modified example. For example, the abnormal section estimation unit 83 may identify as the estimated abnormal section (estimate as an abnormal section) a section including a section where a vibration exceeding a predetermined threshold is generated, a section where a track dimension is measured that exceeds a predetermined threshold with respect to a reference dimension, a section including a section where an abnormal noise occurs when the overhead traveling vehicle 6 or the inspection cart 60 travels, a section including a section where an abnormality is confirmed by visual inspection of a section where a deformation is confirmed in the track, a section including a section where an abnormality is detected in the thrust of the LDM 59, etc.

[0080] In the above first embodiment, second embodiment, and modified example, an example has been described in which an estimated abnormal section is estimated based on data acquired from an inspection carriage 60 equipped with an imaging device as the inspection device 65. However, the abnormal section estimation unit 83 may estimate an estimated abnormal section based on data acquired from an inspection carriage 60 equipped with a dimension measuring instrument, a vibrometer, an acoustic sensor, or the like as an inspection device. Also, instead of mounting the inspection device 70 on the inspection carriage 60, for example, inspection devices 70 such as an imaging device, a vibrometer, a measuring device, and an imaging device may be provided on at least some of the multiple overhead traveling vehicles 6, and the abnormal section estimation unit 83 may estimate an abnormal section based on data acquired from these inspection devices 70. Also, the abnormal section estimation unit 83 may estimate an abnormal section based on data collected by the overhead traveling vehicle 6 during normal traveling (for example, thrust by the LDM 59).

[0081] 1,101...rail guided vehicle system, 4...track, 6...overhead traveling vehicle, 8...controller, 10...article, 40...rail main body, 50...traveling section, 60...inspection vehicle, 61...traveling section, 61A...traveling section, 61B...main body, 63...position information acquisition section, 65...inspection device, 67...memory section, 70...inspection device, 81...status information acquisition section, 82...traveling history information acquisition section, 83...abnormal section estimation section, 84...vehicle selection section, 85...route generation section, 87...traveling control section, 89...abnormal section identification section, 160...work area.

Claims

1. A track guided vehicle system in which a plurality of transport vehicles selectively travel along a plurality of sections on a track, comprising: an abnormality section estimation unit that estimates the section where an abnormality has occurred; a route generation unit that generates an inspection route connecting the plurality of estimated abnormal sections estimated by the abnormal section estimation unit; an inspection vehicle having a position information acquisition unit that acquires position information of its own vehicle and an inspection device that inspects the track; and a travel control unit that controls the travel of the transport vehicles and the travel of the inspection vehicle, wherein the inspection vehicle travels along the inspection route generated by the route generation unit, and acquires inspection data that associates the inspection results by the inspection device with position information.

2. A rail guided vehicle system according to claim 1, wherein said inspection vehicle runs at a slower speed than said transport vehicle.

3. A rail guided vehicle system according to claim 1 or 2, wherein the inspection vehicle runs at a slower speed when traveling through the suspected abnormality section than when traveling through a normal section other than the suspected abnormality section.

4. A rail guided vehicle system according to claim 1 or 2, wherein the travel control unit causes the transport vehicle to detour so as not to travel through the estimated abnormality section.

5. A rail guided vehicle system as described in claim 4, wherein the travel control unit causes the transport vehicle carrying the article to be transported to detour so as not to travel through the estimated abnormality section.

6. A rail guided vehicle system as described in claim 1 or 2, wherein the travel control unit causes the transport vehicle carrying an item to be transported to travel without detouring the estimated abnormality section, and causes the transport vehicle not carrying an item to be transported to detour so as not to travel through the estimated abnormality section.

7. A rail guided vehicle system as claimed in claim 1 or 2, wherein the travel control unit limits the travel speed of the transport vehicle and the inspection vehicle when travelling through the estimated abnormality section to a predetermined speed.

8. A rail guided vehicle system according to claim 1 or 2, further comprising an abnormal section identification unit which determines the presence or absence of an abnormality based on the inspection results and identifies the section in which the abnormality is present as an abnormal section based on the position information.

9. A rail-guided vehicle system according to claim 8, wherein the abnormal section estimation unit updates the section identified by the abnormal section identification unit as having no abnormality to be a normal section, and excludes it from the estimated abnormal section.

Images