JPH0377102B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention is directed to a transport vehicle carrying articles from one of a plurality of stations provided along a transport path to another station. Regarding an article conveyance system.

[Conventional technology]

Conventionally, there have been various types of article conveyance systems of this type, such as those using air shooters and those using self-propelled carts, but the inventors of the present application have proposed a system that uses linear motors.

A system using this linear motor has a configuration as shown in FIG. 15, for example. This example is a system for conveying cash, slips, etc. in a bank, etc. In the figure, a conveyance path R is installed between a deposit counter and a rear teller room, and along the conveyance path R on the deposit counter side, for example, Counter station 1a,
3a and a depositing machine station 2a are provided, while a dispensing machine station 4a, a rear station 5a, and a storage machine station 6a are provided along the conveyance path R in the rear storage room. A stator 10, which is a component of a linear motor, is installed at an appropriate position on the transport path R and at each station installation position, and a transport vehicle (hereinafter referred to as , a carrier) loaded with cash, slips, etc., travels on the conveyance path R due to the electromagnetic action between the stator 10 and the secondary conductive plate. Each station 1a to 6a is provided with a lifter mechanism, etc. that separates the carrier from the conveyance path R and moves it to the article loading/unloading port. Station control unit 1b that controls the lifter mechanism, etc.
6b are provided. Furthermore, the deposit machine station 2a is equipped with a deposit machine 2c that automatically loads cash into carriers waiting at the input/output ports.
However, the dispensing machine station 4a is equipped with a dispensing machine 4c that automatically loads cash onto carriers that have been moved from the counter station 1a (or 3a) in response to a withdrawal request, and the dispensing machine station 6a is equipped with a dispensing machine 4c that automatically loads cash into carriers that move from the teller station 1a (or 3a) in response to a withdrawal request. A storage machine 6c is installed for automatically collecting cash from the carrier from the deposit station 2a mounted thereon. The conveyor control unit 7 controls each station control unit 1b to 6b in parallel, and the system control unit 8 controls the deposit machine 2.
c, the dispensing machine 4c, the storage machine 6c, and the transport machine control section 7 to command the carrier to run, thereby controlling the entire system.

In such a system, documents that need to be processed at a deposit counter are sent to the counter station 1a.
(or 3a), it is thrown into a carrier, and transported by this carrier from the teller station 1a (or 3a) to the rear station 5a.
Then, the slips are taken out from the carrier at the rear station 5a, and after completing the paperwork, the slips are put into the carrier waiting at the rear station 5a, and then returned to the original counter station 1a.
(or 3a). In addition, cash for deposit is automatically loaded from the deposit machine 2c onto a carrier waiting at the deposit machine station 2a, and then the carrier transports the cash from the deposit machine station 2a to the storage machine station 6a, and the cash is transferred to the storage machine station 2a. Cash loaded on the carrier at the station 6a is automatically collected by the storage machine 6c.

Therefore, if you use the above article conveyance system,
Not only will it be possible to save labor in operations at banks, etc., but also effective use of floor space will be achieved.

[Problem that the invention seeks to solve]

However, in the above-mentioned article transport system, the transport path R is generally installed in a location that does not appear inside the room, such as under the floor or between walls, so if the carrier breaks down for some reason within the transport path R, However, there is a problem in that it is very difficult to remove it. In addition, especially for systems using linear motors in which the stator is fixed to the transport path R and the carrier is provided with a secondary conductor plate, if a power outage occurs while the carrier is traveling on the transport path R, The carrier does not necessarily stop on the stator, and a carrier that is stopped between the stators on the conveyance path cannot be moved even when the power is restored, causing the same problem as when the carrier fails. .

[Means for solving problems]

The present invention has been made in view of the above-mentioned problems, and is an article conveyance system that allows the stopped conveyance vehicle to be easily retrieved from the conveyance path when the conveyance vehicle is stopped for some reason on the conveyance path. It is an object of the present invention to provide a system, and to achieve this object, the present invention comprises a plurality of stations provided along a conveyance path and a system for loading articles from one station to another based on a movement command. In an article conveyance system comprising a moving conveyance vehicle, the conveyance vehicle starts from a position outside the travel path of the conveyance vehicle on a conveyance path by being supplied with power from a battery power supply and travels on the conveyance path, and the said conveyance vehicle is stopped on the conveyance path. The system is configured to include a mobile auxiliary vehicle that moves the transport vehicle to a designated position on the transport path.

[Embodiments of the invention]

Embodiments of the present invention will be described below based on the drawings.

Taking a system using a linear motor as an example, the structure of a carrier (transport vehicle) is as shown in FIG. 3, for example. In the same figure, reference numeral 21 denotes a conveyed object storage section for storing conveyed objects, 31 a support plate that supports the conveyance object storage section 21, and 32 a secondary conductive plate that is a component of a linear motor attached to the support plate 31. Reference numerals 33 and 34 denote guide plates provided on both sides of the support plate 31, and the guide plate 33 is provided with front end upper and lower guide rollers 35a, 35b and rear end upper and lower guide rollers 36a, 36b which sandwich the rails from above and below, which will be described later. and a front end lateral guide roller 35c that guides the rail to the side.
and a rear end lateral guide roller 36c. Furthermore, the guide plate 33 is provided with a slit portion 37 for detecting the position and speed using a sensor described later. The guide plate 34 also has guide rollers 35a to 35c, 36a to 3.
6c is provided.

On the other hand, the structure of the stator 10 provided in the conveyance path R is as shown in FIG. 4, for example. In the same figure, 11 and 12 are base members, 1
3 and 14 are guide members, and each guide member 13 and 14 is arranged with a sufficient gap for the secondary conductive plate 32 of the carrier 20 to enter without contact, and has a core inside. There is. 15,1
6 are coil parts, and each coil part 15, 16
has a damping coil, a positioning coil, and an acceleration/deceleration coil.

Here, the running state of the carrier 20 on the conveyance path R is as shown in FIG. In the figure, a pair of rails 101 and 102 having a U-shaped cross section are fixed on both sides of the conveyance path R.
At each station position, the rails 101, 10
A stator 10 is provided between the rails 101 and four transmission type photoelectric sensors S1, S2,
S3 and S4 are provided. Sensor S1, S4
are respectively provided at the end positions of the stator 10,
The sensor S2 and S3 are used to detect the slit portion 37 that is engaged with the guide plate 33 provided on the carrier 20 to detect whether the carrier 20 has entered or exited the station position. is provided to detect the position of the carrier 20 on the conveyance path R. Furthermore, the outputs of these sensors S1 to S4 are also used to detect the speed of the carrier 20. As shown in FIG. 5b, the carrier 20 is connected to the rails 101, 102 by its front end upper and lower guide rollers 35a, 35b and its rear end upper and lower guide rollers 3.
6a and 36b sandwich the upper part of the rail 101, and the front end lateral guide roller 35c and the rear end lateral guide roller 36c are installed so as to touch the sides of the rail 101, so that the carrier 20 is placed on the rails 101 and 102. It will be guided in the downward and lateral directions and can run along the rails 101 and 102. Carrier 20 in this condition
The secondary conductive plate 32 is connected to both guide members 1 of the stator 10.
3 and 14 in a non-contact manner, and is influenced by the magnetic flux from the stator 10. In addition, the slit portion 37 of the guide plate 33 provided on the carrier 20
is placed at a position crossing the sensors S1 to S4 in the above state.

In an article conveyance system in which a carrier 20 equipped with a secondary conductive plate 32 carries articles and travels on a conveyance path R provided with a stator 10 as described above,
A mobile auxiliary vehicle (hereinafter referred to as a rescue vehicle) for moving the carrier 20 that has come to a halt on the conveyance path R is configured as shown in FIG. 1, for example. In the figure, 201 is a battery power supply, 202 is a sensor that detects the carrier 20 in a stopped state on the conveyance path R, 203 is a control unit that controls the operation of the entire rescue vehicle 200, 204 is a drive motor,
205 is a drive mechanism, 206 is the rescue vehicle 2
This is a manual switch that issues a start command of 00. When this manual switch 206 is turned on, power is supplied to the drive motor 204 under the control of the control unit 203, and the rescue vehicle 200 is moved to the transport path R.
It is designed to run in a fixed direction on top of the vehicle. Further, 207 is a clamp mechanism section, which has an electromagnet, etc., and when the rescue vehicle 200 travels and reaches the carrier 20 in a stopped state, the electromagnet is actuated.
I am trying to concatenate. Further, the battery 201 is charged from a charger 300 via a connector C.

Rescue vehicle 2 having the basic configuration as above
The specific configuration of 00 is, for example, as shown in FIG.
03 and a drive motor 204, while rails 1 are mounted on both sides of the pedestal 220, similar to the carrier 20.
Front end upper and lower guide roller 2 that sandwiches the upper part of 01
10a, 210b and rear end upper and lower guide rollers 21
1a and 211b are provided, and the rail 10
Front end lateral guide roller 210 that guides the side of 1
c and a rear end lateral guide roller 211c. The driving force of the driving motor 204 is transmitted to a driving mechanism 2 composed of gears, timing belts, etc.
05, the front end upper (lower) guide roller 2
10a and the rear end upper (lower) guide roller 211a, respectively. Further, a clamp mechanism section 207 having an electromagnet and the like is attached to the front end of the pedestal 220. Although the sensor 202 for detecting the carrier 20 is not shown in FIG. 2, for example, a micro switch or the like may be provided as the sensor 20 at the front end of the pedestal 220, or
Alternatively, a device for detecting changes in the load current of the drive motor 204 is provided inside the control section 203.

Next, the operation will be explained.

First, in the first example, when the configuration of the entire system is as shown in FIG. A collection station ST0 is installed at the end of the transport path R outside and collects the carrier 20 as a designated position on the transport path at the home position HP on the transport path R.
To explain the case where the rescue vehicle 200 is in the position shown in FIG. 9, the operation flow of the rescue vehicle 200 is as shown in FIG. Here, the carrier 20 is station ST1
Assume that the system is stopped between ST2 and ST2.

First, the manual switch 20 of the rescue vehicle 200
6 is turned on, the rescue vehicle 200
starts from the home position HP and travels on the transport path R (dashed line in Figure 6). In the process,
The control unit 203 constantly checks the detection signal from the sensor 202, and when the rescue vehicle 200 reaches the stopped carrier 20, the rescue vehicle 200 is stopped by a command from the control unit 203 based on the output from the sensor 202. Stop and clamp mechanism section 20
7 is operated and the carrier 20 is connected. Then, the rescue vehicle 200, with the carrier 20 connected, travels in the reverse direction while checking the home position HP (for example, using a sensor in a separate system) (solid line in FIG. 6), and returns to the home position HP. The clamp mechanism section 2 stops when it reaches the
Release the operation of 07. At this time, the carrier 20 is located at the recovery station ST0, and the carrier 20 and its loaded items are recovered at the recovery station ST0.

According to the first example, the carrier 20 that is stopped on the transport path R can be easily and reliably recovered, and important documents etc. loaded on the carrier 20 cannot be recovered for a long time. The situation can be prevented.

Next, the rescue vehicle 2 moves the carrier 20, which has been stopped due to a system down due to a power outage, etc., to the station that the carrier 20 should have originally arrived at when the system is restored.
A second example in which 00 is moved will be explained. In this case, the overall system configuration is as shown in FIG. 7, in which each station is provided with, for example, a light emitting element LED for confirming the station position.
When the system is restored, in response to a command from the system control unit (not shown) that controls the entire system, the light emitting element LED of the station on the transport path R where the carrier 20 should have arrived starts to light up. This light emitting element is used in the rescue vehicle 200.
A light receiving element will be provided to detect the light of the LED.

The operation flow of the rescue vehicle 200 is as shown in FIG. 10, but here, the station where the carrier 20 should originally arrive is ST1 in FIG.
The stop position of carrier 20 is station ST1.
Assuming that it is between ST2 and ST2, first, when the manual switch 206 of the rescue vehicle 200 is turned on, the rescue vehicle 200 starts from the home position HP and travels on the transport path R ( (dashed line in Figure 7). In the process, the control unit 20
3 is a light emitting element always installed in each station above.
We have confirmed the detection signal of the light receiving element that detects the light from the LED and the detection signal from the sensor 202.
When the rescue vehicle 200 reaches the stopped carrier 20 (at this point, there is no detection signal from the light receiving element), the rescue vehicle 200 is stopped by a command from the control unit 203 based on the output from the sensor 202.
stops, the clamp mechanism 207 operates, and the carrier 20 is connected. And rescue car 2
00 travels in the same direction as before while checking the detection signal from the light receiving element with the carrier 20 connected (station ST in Figure 7).
1). After that, when the station ST1 is reached and there is a detection output from the light receiving element, the rescue vehicle 200 stops and the clamp mechanism section 2
The operation of 07 is released. And Carrier 20
When the connection with the home position HP is severed, the rescue vehicle 200 drives in the opposite direction while checking the home position HP (dotted chain line in Fig. 7), and returns to the home position HP.
It will stop when it reaches . At this time, Carrier 20
remains at the station ST1 where it was originally supposed to arrive, and the carrier 20 is lifted up to the article loading/unloading port by the lifter mechanism provided in this station ST1, and the loaded article is recovered.

Next, the operation will be described assuming that the station where the carrier 20 should originally arrive at the designated position is ST2. In this case, when the system is restored, the light emitting element installed in station ST2
The LED will be lit.

Similarly to the above, while the rescue vehicle 200 starts from the home position HP and is traveling while checking the detection signal from the light receiving element and the detection signal from the sensor 202 (broken line in FIG. 7), the rescue vehicle 200 starts from the home position HP and moves to the station ST2. When the detection output from the light-receiving element is received at the time when the detection signal is reached, the rescue vehicle 200 continues traveling in the same direction as before while checking the detection signal from the sensor 202. In the process, when the rescue vehicle 200 reaches the stopped carrier 20,
The rescue vehicle 200 is stopped by a command from the control unit 203 based on the output from the sensor 202,
The clamp mechanism 207 is operated and the carrier 20 is connected. Then, with the carrier 20 connected, the rescue vehicle 200 again checks the detection signal from the light receiving element and travels in the opposite direction (solid line toward station ST2 in FIG. 7), and returns to the station.
When ST2 is reached and there is a detection output from the light receiving element,
The rescue vehicle 200 stops and the operation of the clamp mechanism section 207 is released. When the connection with the carrier 20 is severed in this way, the rescue vehicle 200 continues to travel until it reaches the home position HP while checking the home position HP in the same manner as described above (the dashed-double line in FIG. ).

According to the second example as described above, there is no need to provide a dedicated station for recovering the carrier 20 in a stopped state, so the system configuration becomes simpler.

Next, the carrier 2 comes to a halt on the transport path R.
A third example will be described in which the rescue vehicle 200 moves 0 to the nearest station as the designated position. In this case, the basic configuration of the entire system will be the same as that shown in FIG. Therefore, a reed switch that is turned on and a station detection section that outputs a detection signal when the reed switch is turned on are provided. The rescue vehicle 200 has a function of storing travel distance information (or travel time information) between each station in advance, and measuring the travel distance (or travel time) when traveling. Furthermore, in this example, it is assumed that information can be exchanged (for example, wirelessly) between the system control unit (system controller) that controls the entire system and the rescue vehicle 200.

In this case, the operation flow of the rescue vehicle 200 is as shown in FIG. First, when the system goes down due to a power outage or the like and the power to the system control unit is cut off, the rescue vehicle 200 internally starts measuring time while checking that the system control unit has returned to power. When a predetermined period of time has elapsed with the power cut off, the rescue vehicle 200 automatically starts from the home position HP and travels on the transport path R (dashed line in FIG. 7). During this process, the control unit 203 constantly controls the sensor 2.
The detection signal from 02 is confirmed, and when the rescue vehicle 200 reaches the stopped carrier 20,
The rescue vehicle 200 is stopped by a command from the control unit 203 based on the output from the sensor 202,
The clamp mechanism 207 is operated and the carrier 20 is connected. Here, until the rescue vehicle 200 reaches the carrier 20, the travel distance (travel time) is measured every time a detection signal is obtained from the station detection unit (every time the reed switch is turned on by the magnet provided at each station). ) and pre-stored travel distance information (travel time information) between each station to confirm passage of each station position. Then, the measured distance (measured time) from the station ST2 to the carrier 20 in FIG.
It is determined whether the stop position of the carrier 20 is close to the station ST2 or the station ST1 based on the distance information. As a result of this judgment,
If the stop position of the carrier 20 is close to the station ST1, the rescue vehicle 200 will stop at the carrier 2.
0 connected, travel in the same direction as before until the next detection signal is obtained from the station detection section (solid line toward station ST1 in Fig. 7), and at the time when the detection signal is obtained, that is, the station
Stops at ST1. Each station, including this station ST1, is provided with a window for checking the rescue vehicle 200 and a separate outlet from the normal system for taking out the loaded items of the carrier 20. The loaded object is recovered from the above-mentioned outlet.

After that, the rescue vehicle 200 returns to station ST1 while checking that the system control unit has returned power.
When the carrier 20 remains in the position and the power is restored to the system control unit, it determines the station information from the system control unit at which the carrier 20 should be collected, and releases the operation of the clamp mechanism unit 207. The rescue vehicle 200 is immediately compared to the home position HP. The carrier 20 left at the station ST1 is then moved to the station where it is to be recovered in accordance with a command from the system control section, and thereafter the system enters the normal operating state. If the stop position of the carrier 20 is close to the station ST2, the rescue vehicle 200 will travel in the opposite direction with the carrier 20 connected (if the stop position of the carrier 20 is close to the station ST2 in FIG.
(solid line toward ), the station stops at the time when the detection signal from the station detection section is obtained, that is, at the station ST2. The subsequent operation will be at the station ST above.
This is the same as when moving to 1.

On the other hand, the initial system failure caused rescue vehicle 2.
When the system is restored within the predetermined time at 00, the system control unit checks the number of carriers 20 waiting at each station, and if all the carriers 20 are waiting at each station, the system It is initialized and enters the normal operating state, but if there is no carrier 20 that should be waiting at a certain station, it is determined that the carrier 20 is in a stopped state on the transport path R, and the system control unit rescue car 200
After that, the rescue vehicle 200 returns to the home position in the same manner as above.
Carrier 20 in a stopped state after starting from HP
The station is moved to the station closest to the specified stop position. Then, after the rescue vehicle 200 promptly evacuates to the home position HP, the carrier 20 moves from the moved station to the station where it should originally stand by, according to a command from the system control unit.
From then on, the system is in normal operating condition.

According to the third example, the carrier 20 is moved to the station closest to the stop position of the carrier 20 as the instructed position.
0 can be recovered more quickly, and the rescue vehicle 200 can now be used as a carrier 2.
Since the distance that 0 must be moved becomes shorter, the load on the battery mounted on the rescue vehicle 200 can also be reduced as much as possible.

Next, the home position of the rescue vehicle 200
A fourth example in which the HP is provided approximately at the center of all the transport paths R will be described. In this case, the configuration of the entire system is as shown in FIG. 8, but as in the above-mentioned example, each station is provided with a magnet for confirming the station position, while the rescue vehicle 200 is equipped with a magnet. A reed switch that is turned on when approached, and a station detection section that outputs a detection signal when the reed switch is turned on are provided. The rescue vehicle 200 stores in advance the positional relationship of each station on the transport path R, and information can be exchanged between the rescue vehicle 200 and a system control section that controls the entire system. In addition, the rescue vehicle 200 at the home position HP
Normally, the carrier 20 is lifted up by a manually operable lift mechanism so as not to interfere with the travel of the carrier 20 outside the travel path of the transport vehicle.

In this case, the operation flow of the rescue vehicle 200 is as shown in FIG. First, information about the traveling position of the carrier 20 traveling on the transport path R is constantly transmitted from the system control unit to the rescue vehicle 200, and when the system goes down due to a power outage, information is transmitted immediately before the system goes down. The rescue vehicle 200 is based on the traveling position information of the carrier 20 and the position of the home position HP.
determines the direction of travel. Thereafter, when the rescue vehicle 200 is manually lifted down and placed on the transport path R, the rescue vehicle 200 starts traveling from the home position HP in the direction determined above (broken line in FIG. 8). In the process, the control unit 2
03 constantly checks the detection signal from the sensor 202, and when the rescue vehicle 200 reaches the stopped carrier 20, the rescue vehicle 200 is stopped by a command from the control unit 203 based on the output from the sensor 202. , the clamp mechanism is activated and the carrier 20 is connected. Here, rescue car 2
Until the vehicle 00 reaches the carrier 20, it knows its own traveling position based on the detection signal from the station detection unit and the positional relationship of each station stored in advance. When the rescue vehicle 200 connects the carrier 20 as described above, the rescue vehicle 200 moves in a direction determined based on the current position and the station information to which the carrier 20 should arrive, which was obtained from the system control unit immediately before the system went down.
starts traveling, and for example, in the example shown in Figure 8, it travels in the opposite direction (solid line in Figure 8), and if the destination station to be reached is ST2, then
When the station ST2 is set at the "instructed position" and a detection signal is obtained from the station detection section at the station ST2, the rescue vehicle stops and the operation of the clamp mechanism 207 is released. When the connection with the carrier 20 is severed in this way, the rescue vehicle 200 returns to the home position HP.
While checking the above, continue traveling in the opposite direction until reaching the home position HP (double-dashed line in Figure 8).
When the rescue vehicle 200 reaches the home position HP, it stops and is lifted up by the lift mechanism. At this time, it becomes the destination station.
The loaded items of the carrier 20 left in ST2 are recovered from an outlet provided in a separate system in station ST2, or recovered from a normal outlet after the system is restored.

In the fourth example above, since the home position HP of the rescue vehicle 200 is set approximately at the center of the entire transport route R, statistically speaking, the travel distance of the rescue vehicle 200 is shortened, and the carrier 20 and its mounting portion are Collection will occur more quickly.

In addition, in FIG. 8, the carrier 20 may be in a stopped state at the home position HP.
The HP may be provided with an outlet for the carrier 20, or a mechanism may be provided to move the carrier 20 to the left or right.

In addition, the rescue vehicle 2 seen in this fourth example
The technical concept of providing the home position HP of 00 approximately at the center of all the transport paths R can of course be applied to the systems shown in the first to third examples.

Next, a fifth example will be described in which the recovery station ST0 for recovering the carrier 20 is set as the home position HP of the rescue vehicle 200, and the recovery station ST0 is provided with a stator whose operation is controlled by the system control section. In this case, the configuration of the entire system is almost the same as that shown in FIG. 6, but in addition, the recovery station ST0 is provided with a stator whose operation is controlled by the system control section (hereinafter, this stator will be referred to as "stator"). The installed recovery station ST0 is referred to as recovery station ST0). In addition, the system control unit and the rescue vehicle 20
It is assumed that information can be exchanged with 0.

In this case, the operation flow of the rescue vehicle 200 is as shown in FIG. First, when the system goes down due to a power outage or the like and the power to the system control unit is cut off, the rescue vehicle 200 internally starts measuring time while checking that the system control unit has returned to power. When a predetermined period of time has elapsed with the power cut off, the rescue vehicle 200 automatically starts from the home position HP and travels on the transport path R (dashed line in FIG. 6). Thereafter, as in the case of the first example, the rescue vehicle 200 moves to the stationary carrier 2.
When it reaches 0, the rescue vehicle 200 stops, the clamp mechanism 207 operates, and the carrier 20 is coupled. Then, with the carrier 20 connected, the rescue vehicle 200 travels in the opposite direction while checking the home position HP as the instructed position (solid line in FIG. 6), and stops when it reaches the home position HP. At this time, the carrier 20 is located at the recovery station ST0, and the load on the carrier 20 is taken out by manual operation at the recovery station ST0. Afterwards, when the power is restored and the system control unit is restored, the carrier 2
The operation of the stator of the recovery station ST0 is controlled based on the information of the station from which 0 is to be recovered, and the clamp mechanism section 207 of the rescue vehicle 200 is deactivated. So, Carrier 2
0 will automatically move to the station where it should be collected.

On the other hand, the initial system failure caused rescue vehicle 2.
When the system is restored within the predetermined time at 00, the system control unit checks the number of carriers 20 waiting at each station, and if all the carriers 20 are waiting at each station, the system It is initialized and enters the normal operating state, but if there is no carrier 20 that should be waiting at a certain station, it is determined that the carrier 20 is in a stopped state on the transport path R, and the system control unit rescue car 200
After that, the rescue vehicle 200 returns to the home position in the same manner as above.
Carrier 20 in a stopped state after starting from HP
The home position HP position recovery station
Move it to ST0. Then, the stator of the recovery station ST0 is activated by a command from the system control unit, and after the clamp mechanism 207 of the rescue vehicle 200 is deactivated, the carrier 2
0 will automatically move to the station where it should be collected. In this case, the articles loaded on the carrier 20 may be taken out by manual operation at the recovery station ST0, or may be taken out from the outlet at the station to be recovered.

Furthermore, although this fifth example shows an example in which information is exchanged between the system control unit and the rescue vehicle 200, similar to the first example, the rescue vehicle 20
0 may be started from the home position HP by operating the manual switch 206. The flow of operation of the rescue vehicle 200 in this case is the same as that shown in FIG. 9 until the carrier 20 is recovered from the home position HP (recovery station ST0), but after that the flow is as shown in FIG. 13. , the carrier 20 will automatically move from the recovery station ST0 to the station to be recovered.

According to the fifth example as described above, carrier 20
After the carrier 20 has been moved to the recovery station ST0 located at the home position HP of the rescue vehicle 200, once the system is restored, the carrier 20 will automatically be moved to the station where it should be recovered. 20 becomes easy to collect, resulting in an efficient system.

Although the above five examples have been explained, the present invention is not limited thereto, and for example, the home position HP
Various other positions can be considered to which the stopped carrier 20 should be moved. For example, a home position HP is provided at one end of the transport path R, and a home position HP is provided at the other end of the transport path R. The rescue vehicle 200 moves the stopped carrier 20 to the transport path R.
It may be pushed out to the other end. Further, the present invention can be applied to systems other than systems using linear motors, such as systems using self-propelled carts.

In addition, rescue vehicle 20 is displayed on the home position HP.
A charger 300 for the battery 201 equipped with 0 is installed, and the rescue vehicle 200 is placed at the home position
By performing battery charging while waiting at the HP, the rescue vehicle 200, which is rarely used, can be maintained ready to run at any time.

Further, in the system described above, optical sensors S1 to S4 for detecting the position and speed of the carrier 20 are installed on the rail 101 provided on the conveyance path R as shown in FIG. In the system, for example, as shown in FIG. 14, a bracket 21 is attached to the side of the rescue vehicle 200.
2 is fixed and a wiping member 213 made of felt material or the like for wiping the light emitting part and light receiving part of the optical sensor S is attached to the tip of this bracket 212, the rescue vehicle 200 runs on the conveyance path R. The sensor S can be automatically cleaned every time.
If the rescue vehicle 200 is driven regularly, maintenance for cleaning the sensor S becomes unnecessary.

〔Effect of the invention〕

As described above, according to the present invention, the conveyance vehicle starts from a position outside the travel path on the conveyance path by being supplied with power from the battery power supply, travels on the conveyance path, and is stopped on the conveyance path. Since we are equipped with a mobility aid that moves the vehicle to a designated position on the conveyance path, even if the conveyance path is installed under a floor, etc., the conveyance vehicle will not stop for some reason on the conveyance path. The stopped conveyance vehicle can be easily retrieved from the conveyance path when the conveyance vehicle is in use, and a highly efficient article conveyance system that is easy to maintain can be realized.

[Brief explanation of drawings]

FIG. 1 is a block section showing an example of the configuration of a mobile auxiliary vehicle used in an article conveyance system according to an embodiment of the present invention, FIG. 2 is a perspective view showing an example of the structure of the same mobile auxiliary vehicle, and FIG. A perspective view showing an example of the structure of a conveyance vehicle used in an article conveyance system according to an embodiment of the invention, and FIG. 4 is a structure of a stator that is one component of a linear motor that serves as a drive source for the conveyance vehicle shown in FIG. 3. A perspective view showing an example, Figures 5a and b are the third
FIGS. 6 to 8 are explanatory diagrams showing basic configuration examples of the article conveyance system according to the present invention, and FIGS. 9 to 13 are explanatory diagrams showing the state of the conveyance vehicle shown in the figure on the conveyance path. Flowchart showing an example of the operation of a mobile auxiliary vehicle in an article conveyance system related to
FIG. 4 is an explanatory diagram showing another structural example of a mobile auxiliary vehicle, and FIG. 15 is a block diagram showing an example of an article conveyance system using a linear motor. 1a, 3a...Counter station, 2a...Deposit machine station, 4a...Payment machine station, 5a...Rear station, 6a...Storage machine station, 1b to 6b...Station control unit, 2c...Deposit machine , 4c...withdrawal machine, 6c...
... Storage machine, 7 ... Conveyor control section, 8 ... System control section, 10 ... Stator, 20 ... Transport vehicle (carrier), 32 ... Secondary conductor plate, 200 ... Mobility auxiliary vehicle (rescue vehicle) ), 201...Battery,
202...sensor, 203...control unit, 204...
...Drive motor, 205...Drive mechanism, 206...
...Manual switch, 207...Clamp mechanism section, 3
00...Charger, R...Transport path, HP...Home position, ST1 to STn...Station,
ST0...Recovery station (recovery station).

Claims (1)

[Claims] 1. An article conveyance system comprising a plurality of stations provided along a conveyance path and a conveyance vehicle that loads articles and moves from one station to another based on a movement command. In this step, the guided vehicle is started from a position outside the traveling path of the conveyed vehicle by battery power supply and runs on the conveyed path, and the conveyed vehicle that is stopped on the conveyed path is moved to the designated position on the conveyed path. 1. An article conveyance system characterized by having a mobile auxiliary vehicle. 2. A secondary conductive plate which has stators serving as constituent elements of the linear motor at multiple locations including the station position of the conveyance path, and which serves as other constituent elements of the linear motor which is subjected to the magnetic action of the stator on the conveyance vehicle on which the article is mounted. An article conveyance system according to claim 1, characterized in that a stator serving as a component of a linear motor for moving the conveyance vehicle is provided at the indicated position. .