阅读说明：本技术 物品搬送设备 (Article conveying equipment ) 是由 田中繁行 伊井太津喜 于 2020-09-18 设计创作，主要内容包括：抑制对物品搬送车供给电力的供电线的总延长变长,并沿物品搬送车行进的行进轨道高效配设。供电线3的主线部31以在行进轨道2的主线轨道21和分岔轨道22分岔的分岔点P处也连续的方式仅配置在主线轨道21的宽度方向第一侧X1,供电线3的分岔部32仅配置在分岔轨道22的宽度方向第二侧X2。物品搬送车1具备配置在宽度方向第一侧X1的第一接受电力部41和配置在宽度方向第二侧X2的第二接受电力部42,作为从供电线3接受电力的接受电力装置4。第一接受电力部41、第二接受电力部42、主线部31和分岔部32的位置关系被设定为使得在物品搬送车1从主线轨道21向分岔轨道22行进的情况下,在第一接受电力部41变得不能接受电力之前,第二接受电力部42开始接受电力。(The total extension of a power supply line for supplying power to an article carrier is suppressed from becoming long, and the power supply line is efficiently arranged along a travel track on which the article carrier travels. The main line portion 31 of the power supply line 3 is disposed only on the width direction first side X1 of the main line track 21 so as to be continuous even at the branch point P where the main line track 21 and the branch track 22 of the travel track 2 branch, and the branch portion 32 of the power supply line 3 is disposed only on the width direction second side X2 of the branch track 22. The article transport vehicle 1 includes a first power receiving unit 41 disposed on the first side X1 in the width direction and a second power receiving unit 42 disposed on the second side X2 in the width direction, and is provided as a power receiving device 4 that receives electric power from the power supply line 3. The first power receiving unit 41, the second power receiving unit 42, the main line portion 31, and the branch portion 32 are set in such a positional relationship that the second power receiving unit 42 starts receiving electric power before the first power receiving unit 41 becomes unable to receive electric power when the article transport vehicle 1 travels from the main line track 21 to the branch track 22.)

1. An article transport facility includes an article transport vehicle that travels along a travel rail by receiving a supply of electric power from a power supply line disposed along the travel rail,

a direction orthogonal to an extending direction of the travel path in a plan view is taken as a width direction, one side in the width direction is taken as a width direction first side and an opposite side to the width direction first side is taken as a width direction second side with respect to the travel path with reference to a front side in the travel direction of the article transport vehicle,

the article transport vehicle includes, as a power receiving device that receives power from the power feed line, a first power receiving unit disposed on a first side in the width direction with respect to the travel track and a second power receiving unit disposed on a second side in the width direction with respect to the travel track,

the travel track includes a main line track and a branch track that branches from the main line track to the second side in the width direction,

the feeder line includes a main line portion arranged along the main line track and a branch portion arranged along the branch track,

the branching portion is disposed apart from the main line portion via a gap section set in an area overlapping with a travel locus of the article transport vehicle traveling on the main line track in a plan view,

the main line portion is disposed only on the first side in the width direction with respect to the main line track so as to be continuous also at a branch point where the main line track and the branch track branch,

the branch portion is disposed only on the width direction second side with respect to the branch rail,

the first power receiving unit, the second power receiving unit, the main line unit, and the branch unit are arranged in a positional relationship such that the second power receiving unit starts receiving power before the first power receiving unit becomes unable to receive power when the article transport vehicle travels from the main line track to the branch track.

2. The article carrying apparatus according to claim 1,

the article transport vehicle further includes, as the power receiving device, a third power receiving portion disposed on the first side in the width direction of the travel path and on the rear side in the travel direction with respect to the first power receiving portion, and a fourth power receiving portion disposed on the second side in the width direction of the travel path and on the rear side in the travel direction with respect to the second power receiving portion,

the third power receiving unit and the fourth power receiving unit are arranged in such a positional relationship that the fourth power receiving unit starts receiving power before the third power receiving unit becomes unable to receive power when the article transport vehicle travels from the main line track to the branch track, according to the positional relationship between the main line unit and the branch unit.

3. The article carrying apparatus according to claim 1,

the branch trajectory is set as a first branch trajectory, the branch portion is set as a first branch portion, and the branch point is set as a first branch point,

further comprising a second branch track branching from the main track to the first side in the width direction at a second branch point different from the first branch point,

the feeder line further includes a second branch portion arranged only on the first side in the width direction with respect to the second branch track along the second branch track,

the main line portion is arranged only on the width direction first side so as to be continuous also at the first branch point on the first branch point side of a transition point between the first branch point and the second branch point, and arranged only on the width direction second side so as to be continuous also at the second branch point on the second branch point side of the transition point, so that an arrangement side with respect to the width direction of the main line track is transitioned at the transition point,

the positional relationship of the first power receiving portion, the second power receiving portion, and the main line portion on both sides with respect to the transition point is set such that, when the article transport vehicle travels at the transition point, one of the first power receiving portion and the second power receiving portion starts receiving power before the other of the first power receiving portion and the second power receiving portion becomes unable to receive power.

4. The article carrying apparatus according to claim 2,

the branch trajectory is set as a first branch trajectory, the branch portion is set as a first branch portion, and the branch point is set as a first branch point,

further comprising a second branch track branching from the main track to the first side in the width direction at a second branch point different from the first branch point,

the feeder line further includes a second branch portion arranged only on the first side in the width direction with respect to the second branch track along the second branch track,

the main line portion is arranged only on the width direction first side so as to be continuous also at the first branch point on the first branch point side of a transition point between the first branch point and the second branch point, and arranged only on the width direction second side so as to be continuous also at the second branch point on the second branch point side of the transition point, so that an arrangement side with respect to the width direction of the main line track is transitioned at the transition point,

the positional relationship of the first power receiving portion, the second power receiving portion, and the main line portion on both sides with respect to the transition point is set such that, when the article transport vehicle travels at the transition point, one of the first power receiving portion and the second power receiving portion starts receiving power before the other of the first power receiving portion and the second power receiving portion becomes unable to receive power.

5. The article carrying apparatus according to claim 1,

the travel track further includes a curved track that continues without branching from the main line track and curves toward the width direction second side,

the feeder line further includes a curved portion disposed along the curved track,

the curved portion is disposed only on the width direction second side with respect to the curved track,

the first power receiving unit, the second power receiving unit, the main line unit, and the curved portion are arranged in a positional relationship such that the second power receiving unit starts receiving power before the first power receiving unit becomes unable to receive power when the article transport vehicle travels from the main line track to the curved track.

6. The article carrying apparatus according to claim 2,

the travel track further includes a curved track that continues without branching from the main line track and curves toward the width direction second side,

the feeder line further includes a curved portion disposed along the curved track,

the curved portion is disposed only on the width direction second side with respect to the curved track,

the first power receiving unit, the second power receiving unit, the main line unit, and the curved portion are arranged in a positional relationship such that the second power receiving unit starts receiving power before the first power receiving unit becomes unable to receive power when the article transport vehicle travels from the main line track to the curved track.

7. The article handling device according to claim 3,

the travel track further includes a curved track that continues without branching from the main line track and curves toward the width direction second side,

the feeder line further includes a curved portion disposed along the curved track,

the curved portion is disposed only on the width direction second side with respect to the curved track,

the first power receiving unit, the second power receiving unit, the main line unit, and the curved portion are arranged in a positional relationship such that the second power receiving unit starts receiving power before the first power receiving unit becomes unable to receive power when the article transport vehicle travels from the main line track to the curved track.

8. The article handling device according to claim 4,

the travel track further includes a curved track that continues without branching from the main line track and curves toward the width direction second side,

the feeder line further includes a curved portion disposed along the curved track,

the curved portion is disposed only on the width direction second side with respect to the curved track,

the first power receiving unit, the second power receiving unit, the main line unit, and the curved portion are arranged in a positional relationship such that the second power receiving unit starts receiving power before the first power receiving unit becomes unable to receive power when the article transport vehicle travels from the main line track to the curved track.

Technical Field

The present invention relates to an article transport facility including an article transport vehicle that travels along a travel rail by receiving supply of electric power from a power supply line disposed along the travel rail.

Background

Japanese patent application laid-open No. 2002-238102 discloses an unmanned transport vehicle system in which a transport vehicle is caused to travel by receiving supply of electric power from a power supply line disposed along a track. In such a system, in order to efficiently carry, a branch may be provided in the track, and it is necessary to provide a power supply line also in the branch.

In view of the above, japanese patent application laid-open No. 2002-238102 proposes that power supply lines are disposed on both sides in the width direction orthogonal to the extending direction of the rail in a part of the rail, and power receiving devices are provided on both sides in the width direction so as to receive power from both of the power supply lines in the transport vehicle. As shown in fig. 1 of this document, the branch path is provided so as to branch from the main path and merge with the main path again, and the feeder line is provided over the entire range on one side in the width direction of the branch path, whereby the feeder line doubles in the main path and the branch path. The feeder lines arranged along the branch path and the feeder lines arranged along the main path are overlapped in front of the branch point and the junction point in the main path, and the feeder lines are arranged on both sides in the width direction of the main path.

Disclosure of Invention

Problems to be solved by the invention

In the above-mentioned document, the feeder line is arranged on both sides of the track in a part of the track, and is doubled. Therefore, the total extension of the feeder line tends to be long. In the above-mentioned document, although a mode in which the number of branched paths is 1 is exemplified, in the case where a plurality of branched paths are provided, the number of doubled portions increases, and therefore, the total extension of the power feed line further increases.

In view of the above, it is desirable to efficiently arrange a power supply line along a travel path on which an article transport vehicle travels while suppressing an increase in the total length of the power supply line that supplies power to the article transport vehicle.

Means for solving the problems

As a 1-aspect, in the above-described article transport facility including an article transport vehicle that travels along a travel track in view of supply of electric power from a power supply line disposed along the travel track, a direction orthogonal to an extending direction of the travel track in a plan view is a width direction, one side in the width direction is a first side in the width direction with respect to the travel track with reference to a front side in the travel direction of the article transport vehicle, and an opposite side to the first side in the width direction is a second side in the width direction, the article transport vehicle includes, as receiving electric power devices that receive electric power from the power supply line, a first receiving electric power portion disposed on the first side in the width direction with respect to the travel track, and a second receiving electric power portion disposed on the second side in the width direction with respect to the travel track, the travel track includes a main line track and a branch track branching from the main line track to the second side in the width direction, the power supply line includes a main line portion arranged along the main line track and a branch portion arranged along the branch track, the branch portion is arranged apart from the main line portion via a void section, the void section is set in an area overlapping with a travel trajectory of the article transport vehicle traveling in the main line track in a plan view, the main line portion is arranged only on the first side in the width direction with respect to the track so as to be continuous also at a branch point where the main line track and the branch track branch, the branch portion is arranged only on the second side in the width direction with respect to the branch track, and positional relationships of the first power receiving portion, the second power receiving portion, the main line portion, and the branch portion are set so that the article transport vehicle travels from the main line track to the second side in the width direction In the case of branching track travel, the second power receiving unit starts receiving power before the first power receiving unit becomes unable to receive power.

According to this configuration, when the article transport vehicle does not change the course at the branch point, the first power receiving unit can receive electric power from the main line portion of the power supply line disposed only on the first side in the width direction with respect to the main line track so as to be continuous at the branch point. When the article transport vehicle travels on a branch track branching from the main track to the second side in the width direction, the second power receiving unit can receive electric power from a branch unit of the power supply line disposed only on the second side in the width direction with respect to the branch track and travel. The first power receiving portion, the second power receiving portion, the main line portion, and the branch portion are set in a positional relationship such that, at a branch point of the main line track and the branch track, the second power receiving portion starts receiving electric power from the branch portion before the first power receiving portion becomes unable to receive electric power from the main line portion. Therefore, the article transport vehicle can continue to receive electric power even at the branching point without interruption. Further, since the main line portion is disposed only on the first side in the width direction with respect to the main line track and the branch portion is disposed only on the second side in the width direction with respect to the branch track, the total extension of the power supply line in which the branch portion and the main line portion are added is as long as the total extension of the travel track in which the branch track and the main line track are added. Therefore, according to this configuration, the total length of the feeder line that supplies electric power to the article transport vehicle can be suppressed from increasing, and the feeder line can be efficiently arranged along the travel track on which the article transport vehicle travels.

Further features and advantages of the article transport facility will become apparent from the following description of the embodiments with reference to the drawings.

Drawings

Fig. 1 is a diagram showing an example of an article transport facility provided with an article transport vehicle;

fig. 2 is a diagram showing a first example of the arrangement of the power supply line with respect to the running track;

fig. 3 is a diagram showing a second example of the arrangement of the power supply line for the running track;

fig. 4 is a diagram showing a third example of the arrangement of the power supply line for the running track;

fig. 5 is a diagram showing a fourth example of the arrangement of the power supply lines for the running track;

fig. 6 is a diagram showing an example of power supply to the power feed line of the first example;

fig. 7 is a diagram showing an example of power supply to the power supply line according to the second example and the third example;

fig. 8 is a diagram showing another example of power supply to the power supply line of the second example and the third example;

fig. 9 is a diagram showing an example of power supply to the power feed line of the fourth example; and

fig. 10 is a schematic circuit block diagram showing an example of a drive circuit of the power receiving device and the travel motor.

Detailed Description

Hereinafter, embodiments of the article transport facility will be described based on the drawings. As shown in fig. 1, the article transport facility 100 includes an article transport vehicle 1 that travels along a travel rail 2 by receiving a supply of electric power from a power supply line 3 disposed along the travel rail 2. In the present embodiment, the travel rail 2 is disposed above an overhead floor 101 suspended in the air in the article transport facility 100. The article transport vehicle 1 travels in a travel space surrounded by the frame 102 supported by the raised floor 101, similarly to the travel rail 2. The raised floor 101 is further provided with a power supply line 3 that shares electric power with the article transport vehicle 1. The article transport vehicle 1 includes: the transport apparatus includes a traveling section 11 including wheels 13 and a traveling motor M for driving the wheels 13, an accommodating section 12 supported by the traveling section 11 and accommodating an article W to be transported, and a power receiving device 4 for receiving electric power from a power supply line 3. A transfer device 200 provided in a stacker (not shown) or the like transfers the article W to the storage unit 12. The travel rail 2 may be installed not on the raised floor 101 suspended in the air but on a floor above the ground.

In the following description, a direction orthogonal to the extending direction Y of the travel rail 2 in a plan view is defined as a width direction X, one side in the width direction X is defined as a width direction first side X1, and an opposite side to the width direction first side X1 is defined as a width direction second side X2 (see fig. 2 to 5, etc.) with respect to the travel rail 2 with reference to a front side F1 in the travel direction F of the article transport vehicle 1. In the present embodiment, the embodiment has been described by way of example, in which the left side in the traveling direction F is the width direction first side X1, and the right side is the width direction second side X2, but the left side in the traveling direction F may be the width direction second side X2, and the right side may be the width direction first side X1. The rear side in the traveling direction F is referred to as F2.

Fig. 2 to 5 show the running rail 2 and the feeder line 3 arranged along the running rail 2. As shown in fig. 1, the article transport vehicle 1 includes wheels 13 driven by a travel motor M on both sides in a width direction X orthogonal to an extending direction Y of the travel rail 2. Since the wheels 13 rotate on the running rails 2, 2 running rails 2 are also arranged in the width direction X as shown in fig. 1. However, in fig. 2 to 5, for simplification, 2 travel rails 2 are simulated by 1 line. As described later, in the present embodiment, the power supply from the power supply line 3 to the article transport vehicle 1 by the wireless power supply method is exemplified, but the power supply to the article transport vehicle 1 by the contact type power supply method is not hindered.

As described above, the article transport vehicle 1 includes the power receiving device 4 that receives electric power from the power supply line 3. In the present embodiment, the article transport vehicle 1 is supplied with electric Power using a wireless Power supply Technology called HID (High Efficiency Inductive Power Distribution Technology). Specifically, a high-frequency current flows through the feeder line 3 as an induction line, and a magnetic field is generated around the feeder line 3. The power receiving device 4 is configured to include a pickup coil 6 (see fig. 10), and the pickup coil 6 is induced by electromagnetic induction from a magnetic field. The induced power is rectified by the full-wave rectifier circuit 7 (see fig. 10), and drives the traveling motor M. The traveling motor M is an ac motor and is driven via an inverter 91, and the inverter 91 converts dc power rectified by the full-wave rectifier circuit 7 into ac power. The inverter 91 is configured to include a plurality of switching elements (switching) and to switch in accordance with a switching control signal input from a control device (a microcomputer, a drive circuit, or the like) not shown, thereby converting electric power between direct current and alternating current.

The article transport vehicle 1 includes a plurality of power receiving devices 4. As shown in fig. 1 (and fig. 2 to 5), the article transport vehicle 1 includes a first power receiving unit 41 disposed on a first side X1 in the width direction with respect to the travel rail 2, and a second power receiving unit 42 disposed on a second side X2 in the width direction with respect to the travel rail 2. As shown in fig. 4 and 5, the article transport vehicle 1 may further include, as the power receiving device 4, a third power receiving unit 43 and a fourth power receiving unit 44, the third power receiving unit 43 being disposed on a first side X1 in the width direction of the travel path 2 and on a rear side F2 in the travel direction F of the first power receiving unit 41, and the fourth power receiving unit 44 being disposed on a second side X2 in the width direction of the travel path 2 and on a rear side F2 in the travel direction F of the second power receiving unit 42.

Fig. 10 is a schematic circuit block diagram showing an example of a driving circuit of the power receiving device 4 and the traveling motor M. Fig. 10 illustrates a mode in which the power receiving device 4 includes 4 power receiving units (41 to 44). As shown in fig. 10, each of the power receiving units (41 to 44) includes an independent power receiving circuit 40, and fig. 10 illustrates a mode in which 4 power receiving circuits 40 are provided. Each power receiving circuit 40 includes a pickup coil 6 and a full-wave rectifier circuit 7. The power receiving circuit 40 is provided with a smoothing capacitor 8 to smooth the pulse generated in the full-wave rectifier circuit 7. Although fig. 10 illustrates a mode in which 1 smoothing capacitor 8 is provided in common to all power receiving circuits 40, the smoothing capacitor 8 may be provided for each full-wave rectifying circuit 7 in each power receiving circuit 40. Each of the power receiving circuits 40 is connected in parallel to a positive-side backflow prevention circuit 92 connected to the positive electrode on the dc side of the inverter 91 and a negative-side backflow prevention circuit 93 connected to the negative electrode on the dc side of the inverter 91. That is, power can be supplied to the inverter 91 from any power receiving circuit 40 (power receiving unit).

As shown in fig. 2 (first example), 3 (second example), and 4 (third example), the travel track 2 includes a main line track 21 and a branch track 22 that branches from the main line track 21 to a second side X2 in the width direction. As another mode, as shown in fig. 5 (fourth example), in addition to the branch track 22 (first branch track 22 a) that branches from the main track 21 to the second width direction side X2, a second branch track 22b that branches from the main track 21 to the first width direction side X1 may be provided. The power supply line 3 is disposed along the running rail 2 on the running rail 2. The power supply line 3 includes a main line portion 31 arranged along the main line track 21 and a branch portion 32 arranged along the branch track 22. Here, the power supply line 3 may be continuously disposed from the main track 21 to the branch track 22, and at the branch point P where the main track 21 and the branch track 22 branch, a gap section G in which the power supply line 3 cannot be disposed may be generated in order to avoid interference with the travel trajectory K of the article transport vehicle 1 traveling along the travel track 2. That is, as shown in fig. 2 and the like, the branching portion 32 of the power supply line 3 is disposed apart from the main line portion 31 of the power supply line 3 via a gap section G set in a region overlapping with the travel locus K of the article transport vehicle 1 traveling on the main line track 21 in a plan view.

In this way, in the gap section G where the power supply line 3 is not arranged, the power receiving device 4 cannot receive electric power from the power supply line 3, and there is a possibility that the travel of the article transport vehicle 1 is hindered. In particular, when the article transport vehicle 1 stops in the gap section G, there is a possibility that the article transport vehicle 1 cannot travel further from the position. Although the article transport vehicle 1 can be provided with a power storage device such as a capacitor, if the capacity of the capacitor is increased to secure the parking time, the cost increases, and the system efficiency is deteriorated due to the increase in the weight of the article transport vehicle 1. Then, in the article transport facility 100, the positional relationship (power transmission positional relationship) between the power reception device 4 and the power supply line 3 is set so that the power reception device 4 can always receive electric power from the power supply line 3 also at the branch point P.

For example, as shown in the first example of fig. 2, the main line portion 31 of the power feeding line 3 is disposed only on the width direction first side X1 with respect to the main line track 21 so as to be continuous even at the branch point P where the main line track 21 and the branch track 22 branch. The branch portion 32 of the power feed line 3 is disposed only on the width direction second side X2 with respect to the branch rail 22. As described above, the branch portion 32 is disposed apart from the main line portion 31 via the void section G, and the main line portion 31 and the branch portion 32 do not form a continuous feeder line 3 (as will be described later with reference to fig. 6 and the like). As described above, the article transport vehicle 1 includes 2 power receiving devices 4, i.e., the first power receiving unit 41 capable of receiving power from the main line portion 31 disposed on the first side X1 in the width direction and the second power receiving unit 42 capable of receiving power from the branch portion 32 disposed on the second side X2 in the width direction. Then, by setting the positional relationship (power transmission positional relationship) among the first power receiving unit 41, the second power receiving unit 42, the main line unit 31, and the branch unit 32 as follows, the power receiving device 4 can always receive electric power from the power feeding line 3 even at the branch point P. That is, the power transmission positional relationship is set such that, when the article transport vehicle 1 travels from the main line track 21 to the branch track 22, the second power receiving unit 42 starts receiving power before the first power receiving unit 41 becomes unable to receive power.

In a state where the first power receiving unit 41 can receive power at the maximum coupling ratio with the feeder line 3, power reception by the second power receiving unit 42 is not necessary. Therefore, it is more preferable that the power transmission positional relationship be set such that the second power receiving unit 42 starts receiving power after the coupling ratio of the first power receiving unit 41 starts decreasing from the maximum coupling ratio and before the first power receiving unit 41 becomes unable to receive power, and the coupling ratio of the second power receiving unit 42 becomes the maximum coupling ratio at the time point when the first power receiving unit 41 becomes unable to receive power.

Note that the same applies to the branch point P at the junction point R where the branch track 22 and the main line track 21 join. The main line portion 31 of the power feeding line 3 is disposed only on the width direction first side X1 with respect to the main line track 21 so as to be continuous also at the junction point R. The branch portion 32 of the power feed line 3 is disposed only on the width direction second side X2 with respect to the branch rail 22. Therefore, at the junction point R, the power transmission positional relationship is set such that, when the article transport vehicle 1 travels from the branch track 22 to the main track 21, the first power receiving unit 41 starts receiving power before the second power receiving unit 42 becomes unable to receive power. Further, as in the case of the branch point P, it is more preferable that the power transmission positional relationship be set so that the first power receiving unit 41 starts receiving power after the coupling ratio of the second power receiving unit 42 starts decreasing from the maximum coupling ratio and before the second power receiving unit 42 becomes unable to receive power, and the coupling ratio of the first power receiving unit 41 becomes the maximum coupling ratio at the time point when the second power receiving unit 42 becomes unable to receive power.

As described above, the main line portion 31 and the branch portion 32 do not form the continuous power feeding line 3. However, the main line portion 31 and the branch portion 32 need to be electrically connected and continuously conduct the same phase of electric power also at the branch point P or the junction point R. Therefore, as shown in fig. 6 as an example of power supply to the power supply line 3, in the gap section G, the main line portion 31 and the branch portion 32 are electrically connected by a connection line 30 (no induction line), and the connection line 30 passes through a region not overlapping with the travel locus K of the article transport vehicle 1 (for example, below the travel track 2). In fig. 6, reference numeral "5" denotes a control panel (HID control panel 5) for transmitting electric power by the HID method, and the control panel is configured to include an inverter device. The power supply line 3 is a high-frequency induction line that is connected to the HID control board 5. As shown in fig. 1, a pair of reciprocating feeder lines 3 (a first feeder line 3a, a second feeder line 3 b) are arranged in a vertical row. The power supply line 3 illustrated in fig. 2 can be wired in 1 continuous line (can be wired by one stroke) with the HID control panel 5 as a start point and an end point as shown in fig. 6, for example.

However, the travel track 2 shown in fig. 2 may also include a curved track 23 that continues without branching from the main line track 21 and curves toward the second width-direction side X2. Since the curved track 23 is curved toward the width direction second side X2 similarly to the branch track 22, the feeder line 3 can be arranged along the curved track 23 similarly to the feeder line 3 (branch portion 32) arranged along the branch track 22.

For example, as shown in the second example of fig. 3, the feeder line 3 may further include a curved portion 33 disposed along the curved rail 23. The curved portion 33 is disposed only on the second width direction side X2 with respect to the curved track 23, similarly to the branch portion 32. Then, the positional relationship (power transmission positional relationship) of the first power receiving portion 41, the second power receiving portion 42, the main line portion 31, and the bent portion 33 is set as follows. That is, the power transmission positional relationship is set such that, when the article transport vehicle 1 travels from the main track 21 to the curved track 23, the second power receiving unit 42 starts receiving power before the first power receiving unit 41 becomes unable to receive power.

In addition, similarly to the branch point P, in a state where the first power receiving unit 41 can receive power at the maximum coupling ratio with the feeder 3, power reception by the second power receiving unit 42 is not necessary. Therefore, it is more preferable that the power transmission positional relationship be set such that the second power receiving unit 42 starts receiving power after the coupling ratio of the first power receiving unit 41 starts decreasing from the maximum coupling ratio and before the first power receiving unit 41 becomes unable to receive power, and the coupling ratio of the second power receiving unit 42 becomes the maximum coupling ratio at the time point when the first power receiving unit 41 becomes unable to receive power.

Similarly to the relationship between the branching point P and the junction point R, the first power receiving unit 41 is set to start receiving electric power before the second power receiving unit 42 becomes unable to receive electric power when the article transport vehicle 1 travels from the curved track 23 to the main track 21. Further, as in the case of the junction point R, it is more preferable that the power transmission positional relationship is set so that the first power receiving unit 41 starts receiving power after the coupling ratio of the second power receiving unit 42 starts decreasing from the maximum coupling ratio and before the second power receiving unit 42 becomes unable to receive power, and the coupling ratio of the first power receiving unit 41 becomes the maximum coupling ratio at the time point when the second power receiving unit 42 becomes unable to receive power.

Fig. 7 shows an example of power supply to the power supply line 3 illustrated in fig. 3. A void section G is provided between the main line portion 31 and the bend portion 33, as between the main line portion 31 and the branch portion 32. In the gap section G, as described above, the main line portion 31 and the curved portion 33 are electrically connected by the connecting line 30 (no induction line), and the connecting line 30 passes through a region not overlapping with the travel locus K of the article transport vehicle 1 (for example, below the travel rail 2). Fig. 7 illustrates a mode in which 2 HID control boards 5 (a first control board 51 and a second control board 52) are provided. For example, when the scale of the article transport facility 100 is large and the total length of the travel path is long, it is preferable to use a plurality of HID control panels 5 appropriately to supply power in a distributed manner in consideration of the power supply capability from 1 HID control panel 5, attenuation due to the long power supply line 3, and the like. For example, as shown in fig. 7, the power supply line 3 is wired in 1 continuous line with the first control board 51 as a start point and an end point, and in 1 continuous line with the second control board 52 as a start point and an end point. Preferably, in the boundary portion of the power supply from the first control board 51 and the power supply from the second control board 52, the first control board 51 and the second control board 52 are coordinated so that the phases of the high frequencies are matched. Note that, as shown in fig. 3, when the bent portion 33 is provided in the power supply line 3, the method of supplying power through 1 HID control panel 5 (see fig. 8) is not hindered, as in fig. 6.

However, as described above, the article transport vehicle 1 may include, in addition to the first power receiving unit 41 and the second power receiving unit 42, the third power receiving unit 43 disposed on the rear side F2 with respect to the traveling direction F of the first power receiving unit 41 with respect to the width direction first side X1 of the travel rail 2 and the fourth power receiving unit 44 disposed on the rear side F2 with respect to the width direction second side X2 of the travel rail 2 with respect to the traveling direction F of the second power receiving unit 42, as shown in fig. 4 (third example) and fig. 5 (fourth example). The power transmission positional relationship in the third example shown in fig. 4 includes, in addition to the positional relationship between the first power receiving unit 41 and the second power receiving unit 42 described above, a positional relationship in which the fourth power receiving unit 44 starts receiving power before the third power receiving unit 43 becomes unable to receive power when the article transport vehicle 1 travels from the main line track 21 to the branch track 22.

Since the first power receiving unit 41 is disposed on the front side F1 in the traveling direction F of the third power receiving unit 43, the first power receiving unit 41 cannot receive electric power until the third power receiving unit 43 cannot receive electric power. The second power receiving unit 42 disposed on the front side F1 of the fourth power receiving unit 44 is set to start receiving power before the first power receiving unit 41 becomes unable to receive power. Therefore, the second power receiving unit 42 starts receiving power before the fourth power receiving unit 44 starts receiving power. That is, in this configuration, when the article transport vehicle 1 travels along the main line track 21, the first power receiving unit 41 and the third power receiving unit 43 receive electric power, when the article transport vehicle 1 travels along the branch track 22, the second power receiving unit 42 and the fourth power receiving unit 44 receive electric power, and when the article transport vehicle 1 travels near the branch point P, the third power receiving unit 43 and the second power receiving unit 42 can receive electric power. The article transport vehicle 1 is configured to be able to receive electric power by using 2 electric power receiving units among 4 electric power receiving units at all times, and to be able to travel stably.

Here, it is not necessary to receive power from 3 or more of the 4 power receiving units, and in some cases, the load on the HID control board 5 may increase due to excessive power supply. Therefore, it is preferable that the power transmission positional relationship is as follows. That is, it is preferable that the power transmission positional relationship be set such that the second power receiving unit 42 starts receiving power after the coupling ratio of the first power receiving unit 41 starts decreasing from the maximum coupling ratio and before the first power receiving unit 41 becomes unable to receive power, the coupling ratio of the second power receiving unit 42 becomes the maximum coupling ratio at a time point when the first power receiving unit 41 becomes unable to receive power, and the fourth power receiving unit 44 starts receiving power after the coupling ratio of the third power receiving unit 43 starts decreasing from the maximum coupling ratio and before the third power receiving unit 43 becomes unable to receive power, and the coupling ratio of the fourth power receiving unit 44 becomes the maximum coupling ratio at a time point when the third power receiving unit 43 becomes unable to receive power.

As described above, it can be said that the branching point P is also the same at the junction point R where the branch track 22 and the main line track 21 join. At the junction point R, the power transmission positional relationship is set such that, when the article transport vehicle 1 travels from the branch track 22 to the main track 21, the first power receiving unit 41 starts receiving power before the second power receiving unit 42 becomes unable to receive power, and the third power receiving unit 43 starts receiving power before the fourth power receiving unit 44 becomes unable to receive power. Further, as in the case of the branch point P, it is more preferable that the power transmission positional relationship be set so that the first power receiving unit 41 starts receiving power after the coupling ratio of the second power receiving unit 42 is decreased from the maximum coupling ratio and before the second power receiving unit 42 becomes unable to receive power, the coupling ratio of the first power receiving unit 41 becomes the maximum coupling ratio at the time point when the second power receiving unit 42 becomes unable to receive power, and the third power receiving unit 43 starts receiving power after the coupling ratio of the fourth power receiving unit 44 is decreased from the maximum coupling ratio and before the fourth power receiving unit 44 becomes unable to receive power, and the coupling ratio of the third power receiving unit 43 becomes the maximum coupling ratio at the time point when the fourth power receiving unit 44 becomes unable to receive power.

In the embodiment illustrated in fig. 4, as in the embodiment illustrated in fig. 3, the travel rail 2 further includes a curved rail 23 that continues without branching from the main rail 21 and curves toward the second side X2 in the width direction, and the embodiment in which the power feed line 3 (curved portion 33) is arranged along the curved rail 23 in the same manner as the branching portion 32 is illustrated. The positional relationship (power transmission positional relationship) among the first power receiving portion 41, the second power receiving portion 42, the main line portion 31, and the bent portion 33 is as described above with reference to fig. 3. Then, the power transmission positional relationship among the third power receiving unit 43, the fourth power receiving unit 44, the main line portion 31, and the curved portion 33 is set such that the fourth power receiving unit 44 starts receiving power before the third power receiving unit 43 becomes unable to receive power when the article transport vehicle 1 travels from the main line track 21 to the curved track 23.

More preferably, the power transmission positional relationship may be set such that the second power receiving portion 42 starts receiving power after the coupling ratio of the first power receiving portion 41 starts decreasing from the maximum coupling ratio and before the first power receiving portion 41 becomes unable to receive power, the coupling ratio of the second power receiving portion 42 becomes the maximum coupling ratio at a point in time when the first power receiving portion 41 becomes unable to receive power, and the fourth power receiving portion 44 starts receiving power after the coupling ratio of the third power receiving portion 43 starts decreasing from the maximum coupling ratio and before the third power receiving portion 43 becomes unable to receive power, the coupling ratio of the fourth power receiving portion 44 becomes the maximum coupling ratio at a point in time when the third power receiving portion 43 becomes unable to receive power.

Further, similarly to the above-described embodiment with reference to fig. 3, when the article transport vehicle 1 travels from the curved track 23 to the main track 21, it is preferable that the first power receiving unit 41 be set to start receiving electric power before the second power receiving unit 42 becomes unable to receive electric power, and that the third power receiving unit 43 be set to start receiving electric power before the fourth power receiving unit 44 becomes unable to receive electric power. More preferably, the power transmission positional relationship may be set such that the first power receiving unit 41 starts receiving power after the coupling ratio of the second power receiving unit 42 is decreased from the maximum coupling ratio and before the second power receiving unit 42 becomes unable to receive power, the coupling ratio of the first power receiving unit 41 becomes the maximum coupling ratio at a point in time when the second power receiving unit 42 becomes unable to receive power, and the third power receiving unit 43 starts receiving power after the coupling ratio of the fourth power receiving unit 44 is decreased from the maximum coupling ratio and before the fourth power receiving unit 44 becomes unable to receive power, and the coupling ratio of the third power receiving unit 43 becomes the maximum coupling ratio at a point in time when the fourth power receiving unit 44 becomes unable to receive power.

The connection method of the power supply to the power feeding line 3 illustrated in fig. 4 is as described above with reference to fig. 7 and 8, and therefore, a detailed description thereof is omitted.

In the above-described embodiment with reference to fig. 2 to 4, the branching track 22 is branched only on one side in the width direction X (here, the second side in the width direction X2). However, as shown in the fourth example of fig. 5, a plurality of branch rails 22 may be provided so as to branch off on both sides in the width direction X. Here, in the embodiment illustrated in fig. 2 to 4, the branch track 22 branching from the main track 21 to the second width direction side X2 is defined as a first branch track 22a, the branch portion 32 is defined as a first branch portion 32a, and the branch point P is defined as a first branch point P1. In the embodiment shown in fig. 5, the travel track 2 further includes a second branch track 22b that branches from the main track 21 to the first width direction X1 at a second branch point P2 different from the first branch point P1. The feeder line 3 further includes a second branch portion 32b that is arranged along the second branch track 22b only on the width direction first side X1 with respect to the second branch track 22 b. Although not shown in fig. 5 for simplicity, the second branch portion 32b is also separated from the main line portion 31 via a gap section G set in an area overlapping with the travel locus K of the article transport vehicle 1 traveling on the main line track 21 in a plan view, similarly to the first branch portion 32 a.

A transition point Q is set between the first branch point P1 and the second branch point P2 at which the travel track 2 branches. In the example illustrated in fig. 5, the second branch point P2 is located on the front side F1 in the traveling direction F and the first branch point P1 is located on the rear side F2, but the first branch point P1 may be located on the front side F1 and the second branch point P2 may be located on the rear side F2. The main wire portion 31 of the power supply line 3 changes the arrangement side with respect to the width direction X of the main wire track 21 at a transition point Q between the first branch point P1 and the second branch point P2. Specifically, the main wire 31 (the first main wire 31 a) is disposed only on the first width direction side X1 so as to be continuous also at the first branch point P1 on the first branch point P1 side of the transition point Q, and the main wire 31 (the second main wire 31 b) is disposed only on the second width direction side X2 so as to be continuous also at the second branch point P2 on the second branch point P2 side of the transition point Q.

The positional relationships (power transmission positional relationships) of the first power receiving portion 41, the second power receiving portion 42, the third power receiving portion 43, the fourth power receiving portion 44, and the main line portion 31 on both sides with respect to the transition point Q are set as follows. That is, the power transmission positional relationship is set such that, in the case where the article transport vehicle 1 travels at the transition point Q, one of the first power receiving portion 41 and the second power receiving portion 42 starts receiving power before the other of the first power receiving portion 41 and the second power receiving portion 42 becomes unable to receive power, and is set such that, before one of the third power receiving portion 43 and the fourth power receiving portion 44 becomes unable to receive power, the other of the third power receiving portion 43 and the fourth power receiving portion 44 starts receiving power. Further, it is preferable that the power transmission positional relationship be set such that after the coupling ratio of one of the first power receiving portion 41 and the second power receiving portion 42 is decreased from the maximum coupling ratio and before the one power receiving portion becomes unable to receive power, the other of the first power receiving portion 41 and the second power receiving portion 42 starts to receive power, that the coupling ratio of the other power receiving portion becomes the maximum coupling ratio at a point in time when the one power receiving portion becomes unable to receive power, and that the other of the third power receiving portion 43 and the fourth power receiving portion 44 starts to receive power after the coupling ratio of one of the third power receiving portion 43 and the fourth power receiving portion 44 is decreased from the maximum coupling ratio and before the one power receiving portion becomes unable to receive power, the coupling ratio of the other power receiving unit becomes the maximum coupling ratio at the time point when the one power receiving unit becomes unable to receive power.

Here, the power transmission positional relationship at the first branch point P1 is the same as that described above with reference to fig. 4, and therefore, a detailed description thereof is omitted. Regarding the power transmission positional relationship at the second branch point P2, the direction in the width direction X may be opposite to the relationship at the first branch point P1. That is, the power transmission positional relationship is preferably a positional relationship in which the first power receiving unit 41 starts receiving power before the second power receiving unit 42 becomes unable to receive power when the article transport vehicle 1 travels from the main line track 21 to the second branch track 22b, and is also preferably a positional relationship in which the third power receiving unit 43 starts receiving power before the fourth power receiving unit 44 becomes unable to receive power. Preferably, the power transmission positional relationship may be set such that the first power receiving unit 41 starts receiving power after the coupling ratio of the second power receiving unit 42 decreases from the maximum coupling ratio and before the second power receiving unit 42 becomes unable to receive power, the coupling ratio of the first power receiving unit 41 becomes the maximum coupling ratio at a point in time when the second power receiving unit 42 becomes unable to receive power, and the third power receiving unit 43 starts receiving power after the coupling ratio of the fourth power receiving unit 44 decreases from the maximum coupling ratio and before the fourth power receiving unit 44 becomes unable to receive power, and the coupling ratio of the third power receiving unit 43 becomes the maximum coupling ratio at a point in time when the fourth power receiving unit 44 becomes unable to receive power.

Although not shown in the drawings and described in detail, the power feeding line 3 can be appropriately arranged in the same manner as described above with reference to fig. 4 and the like with respect to the power transmission positional relationship at the junction point R where the branch track 22 and the main track 21 join.

Although fig. 5 illustrates a mode in which 4 power receiving units are provided, the number of power receiving units may be 2 as illustrated in fig. 2 and 3. In this case, it is preferable to set the positional relationship (power transmission positional relationship) of the first power receiving portion 41, the second power receiving portion 42, and the main wire portion 31 on both sides with respect to the transition point Q as follows. That is, the power transmission positional relationship is set such that, when the article transport vehicle 1 travels at the transition point Q, one of the first power receiving portion 41 and the second power receiving portion 42 starts receiving power before the other of the first power receiving portion 41 and the second power receiving portion 42 becomes unable to receive power. Preferably, the power transmission positional relationship may be set such that after the coupling ratio of one of the first power receiving unit 41 and the second power receiving unit 42 starts to decrease from the maximum coupling ratio and before the one power receiving unit becomes unable to receive power, the other one of the first power receiving unit 41 and the second power receiving unit 42 starts to receive power, and the coupling ratio of the other one power receiving unit becomes the maximum coupling ratio at a point in time when the one power receiving unit becomes unable to receive power.

In the case where there are 2 power receiving units, the power transmission positional relationship at the first branch point P1 may be the same as that described above with reference to fig. 2 and 3, and the power transmission positional relationship at the second branch point P2 may be such that the direction in the width direction X is opposite to the relationship at the first branch point P1. That is, the power transmission positional relationship is preferably a positional relationship in which the first power receiving unit 41 starts receiving power before the second power receiving unit 42 becomes unable to receive power when the article transport vehicle 1 travels from the main track 21 to the second branch track 22 b. Preferably, the power transmission positional relationship may be such that the first power receiving unit 41 starts receiving power after the coupling ratio of the second power receiving unit 42 decreases from the maximum coupling ratio and before the second power receiving unit 42 becomes unable to receive power, and the coupling ratio of the first power receiving unit 41 becomes the maximum coupling ratio at a point in time when the second power receiving unit 42 becomes unable to receive power.

Fig. 9 shows an example of power supply to the power feed line of the fourth example. Between the main wire portion 31 and the first branch portion 32a, and between the main wire portion 31 and the second branch portion 32b, a void section G is provided. Therefore, in the gap section G, the main line portion 31 and the first branch portion 32a, and the main line portion 31 and the second branch portion 32b are electrically connected to each other by a connection line 30 (no induction line), and the connection line 30 passes through a region (for example, below the travel track 2) that does not overlap with the travel track K of the article transport vehicle 1.

The main line portion 31 is also divided into a first main line portion 31a disposed only on the first side X1 in the width direction on the side of the first branch point P1 at the transition point Q, and a second main line portion 31b disposed only on the second side X2 in the width direction on the side of the second branch point P2 at the transition point Q. At the transition point Q, the first main line portion 31a and the second main line portion 31b are respectively arranged on the opposite sides in the width direction X across the main line track 21, and therefore, the first main line portion 31a and the second main line portion 31b are also electrically connected by the connecting line 30 (no induction line), and the connecting line 30 passes through a region (for example, below the travel track 2) that does not overlap with the travel locus K of the article transport vehicle 1.

As shown in fig. 9, the power supply line 3 is wired in 1 continuous line with the HID control panel 5 as a start point and an end point. Although fig. 9 illustrates a mode in which power is supplied through 1 HID control board 5, power may be supplied in a divided manner using a plurality of HID control boards 5 as illustrated in fig. 7. For example, an HID control panel 5 for supplying electric power to the first main wire unit 31a and the first branch unit 32a, and an HID control panel 5 for supplying electric power to the second main wire unit 31b and the second branch unit 32b may be separately provided. In this case, it is preferable that the 2 HID control panels 5 are coordinated so that the phases of the high frequency flowing in the first main line part 31a and the high frequency flowing in the second main line part 31b are matched at the transition point Q.

[ brief description of the embodiments ]

The outline of the article transport facility described above will be briefly described below.

As a 1-aspect, in an article transport facility including an article transport vehicle that travels along a travel track by receiving supply of electric power from a power supply line disposed along the travel track, a direction orthogonal to an extending direction of the travel track in a plan view is taken as a width direction, one side in the width direction is taken as a first side in the width direction with respect to the travel track with reference to a front side in the travel direction of the article transport vehicle, and an opposite side to the first side in the width direction is taken as a second side in the width direction, the article transport vehicle includes, as a power receiving device that receives electric power from the power supply line, a first power receiving portion disposed on the first side in the width direction with respect to the travel track, and a second power receiving portion disposed on the second side in the width direction with respect to the travel track, the travel track includes a main line track and a branch track branching from the main line track to the second side in the width direction, the power supply line includes a main line portion arranged along the main line track and a branch portion arranged along the branch track, the branch portion is arranged apart from the main line portion via a void section, the void section is set in an area overlapping with a travel trajectory of the article transport vehicle traveling in the main line track in a plan view, the main line portion is arranged only on the first side in the width direction with respect to the track so as to be continuous also at a branch point where the main line track and the branch track branch, the branch portion is arranged only on the second side in the width direction with respect to the branch track, and positional relationships of the first power receiving portion, the second power receiving portion, the main line portion, and the branch portion are set so that the article transport vehicle travels from the main line track to the second side in the width direction In the case of branching track travel, the second power receiving unit starts receiving power before the first power receiving unit becomes unable to receive power.

According to this configuration, when the article transport vehicle does not change the course at the branch point, the first power receiving unit can receive electric power from the main line portion of the power supply line disposed only on the first side in the width direction with respect to the main line track so as to be continuous at the branch point. When the article transport vehicle travels on a branch track branching from the main track to the second side in the width direction, the second power receiving unit can receive electric power from a branch unit of the power supply line disposed only on the second side in the width direction with respect to the branch track and travel. The first power receiving portion, the second power receiving portion, the main line portion, and the branch portion are set in a positional relationship such that, at a branch point of the main line track and the branch track, the second power receiving portion starts receiving electric power from the branch portion before the first power receiving portion becomes unable to receive electric power from the main line portion. Therefore, the article transport vehicle can continue to receive electric power even at the branching point without interruption. Further, since the main line portion is disposed only on the first side in the width direction with respect to the main line track and the branch portion is disposed only on the second side in the width direction with respect to the branch track, the total extension of the power supply line in which the branch portion and the main line portion are added is as long as the total extension of the travel track in which the branch track and the main line track are added. Therefore, according to this configuration, the total length of the feeder line that supplies electric power to the article transport vehicle can be suppressed from increasing, and the feeder line can be efficiently arranged along the travel track on which the article transport vehicle travels.

Preferably, the article transport vehicle further includes a third power receiving unit and a fourth power receiving unit as the power receiving device, the third power receiving portion is disposed on the first side in the width direction of the travel track and on the rear side in the travel direction with respect to the first power receiving portion, the fourth power receiving portion is disposed on the second side in the width direction of the travel track and on the rear side in the travel direction with respect to the second power receiving portion, the third power receiving unit and the fourth power receiving unit are arranged in such a positional relationship that the fourth power receiving unit starts receiving power before the third power receiving unit becomes unable to receive power when the article transport vehicle travels from the main line track to the branch track, according to the positional relationship between the main line unit and the branch unit.

According to this configuration, the first power receiving unit disposed on the front side in the traveling direction of the third power receiving unit becomes unable to receive electric power before the third power receiving unit becomes unable to receive electric power, and the second power receiving unit disposed on the front side in the traveling direction of the fourth power receiving unit starts receiving electric power before the fourth power receiving unit starts receiving electric power. Further, as described above, the second power receiving unit is set to start receiving power before the first power receiving unit becomes unable to receive power. That is, when the article transport vehicle travels along the main line track, the first power receiving unit and the third power receiving unit receive electric power, when the article transport vehicle travels along the branch track, the second power receiving unit and the fourth power receiving unit receive electric power, and when the article transport vehicle travels near the branch point, the third power receiving unit and the second power receiving unit receive electric power. As described above, according to the present configuration, the article transport vehicle can receive electric power by using 2 electric power receiving units at all times among the 4 electric power receiving units, and can travel stably.

Further, it is preferable that the branch track is a first branch track, the branch portion is a first branch portion, the branch point is a first branch point, the feeder line further includes a second branch track that branches from the main track toward the first width direction side at a second branch point different from the first branch point, the feeder line further includes a second branch portion that is arranged only on the first width direction side with respect to the second branch track along the second branch track, the main line portion is arranged only on the first width direction side on the first branch point side of a transition point between the first branch point and the second branch point so as to be continuous also at the first branch point, and is arranged only on the second width direction side on the second branch point side of the transition point so as to be continuous also at the second branch point so as to transition the width direction of the main line at the transition point The positional relationship of the first power receiving portion, the second power receiving portion, and the main line portion on both sides with respect to the transition point is set such that, when the article transport vehicle travels at the transition point, one of the first power receiving portion and the second power receiving portion starts receiving power before the other of the first power receiving portion and the second power receiving portion becomes unable to receive power.

According to this configuration, even when a plurality of branch rails are provided in different directions in the width direction with respect to the main line rail, the electric power supply line for supplying electric power to the article transport vehicle can be efficiently arranged along the travel rail on which the article transport vehicle travels while suppressing an increase in the total length of the electric power supply line.

Preferably, the travel track further includes a curved track that is continuous from the main track without branching and that curves toward the second side in the width direction, the power supply line further includes a curved portion that is disposed along the curved track, the curved portion being disposed only on the second side in the width direction with respect to the curved track, and the first power receiving unit, the second power receiving unit, the main line portion, and the curved portion are set in a positional relationship such that the second power receiving unit starts receiving power before the first power receiving unit becomes unable to receive power when the article transport vehicle travels from the main track to the curved track.

The branch track that branches from the main line track is curved at the branch point in a case where the main line track in the branch portion is a straight line. In addition, in the case where the main line track forms, for example, a circular circuit, the main line track has a curved portion. That is, in addition to the presence or absence of the branch point, a curved track in consideration of the main line track can be connected to a straight line portion of the main line track in the same manner as the branch track. Therefore, the feeder line (bending portion) can be provided also for the curved track in the same manner as the feeder line (branching portion) for the branched track. Therefore, with this configuration, the total length of the power supply line for supplying power to the article transport vehicle can be suppressed from increasing, and the power supply line can be efficiently arranged along the travel track on which the article transport vehicle travels.

Description of reference numerals

1: article transport vehicle

2: traveling rail

3: power supply line

4: power receiving device

21: mainline track

22: forked track

22 a: first branch rail

22 b: second branch rail

23: curved track

31: main line part

31 a: first main line part (main line part on the first branch point side of the transition point)

31 b: second main line part (main line part on the second branch point side of the transition point)

32: branching part

32 a: a first branch part

32 b: second branch part

33: bending part

41: first power receiving unit

42: second power receiving unit

43: third power receiving unit

44: fourth power receiving unit

100: article conveying equipment

F: direction of travel

F1: front side

F2: rear side

G: interstitial space

K: travel track

P: bifurcation point

P1: first branch point

P2: second branch point

Q: transition point

W: article with a cover

X: width direction of the sheet

X1: first side in width direction

X2: second side in width direction

Y: the direction of extension.