JP5027248B2 - Rail-type transport device - Google Patents

Description

  The present invention relates to a rail-type transport device that transports various automated facilities for performing various operations on a heat insulating material attached to an inner wall surface of a cargo space of a ship.

  In general, in order to insulate the interior space of the cargo compartment of a ship, thousands to tens of thousands of panel-like heat insulating materials (for example, heat insulation panels) are attached to the inner wall surface of the cargo compartment. Most of the work for attaching the heat insulating material is performed manually, and the work is partially performed using automated equipment. In particular, conventional automated machines for working in the cargo bay of a ship are designed and manufactured for use with specific panels, and thus various problems have been pointed out as described below. In particular, the automatic machinery apparatus for ship cargo compartment work according to the prior art has been pointed out as being produced for a specific panel and has the following problems.

  The term “specific panel” means a type of panel that is formed in a generally rectangular parallelepiped shape and is used only in a specific cargo compartment. The panel includes a heat insulating layer and a plywood layer overlaid on the heat insulating layer. A slit is formed around the joint between the plywood layer and the heat insulating layer. A plurality of specific panels are arranged on the inner wall surface of the luggage compartment according to the technical standards for the luggage compartment. A groove between heat insulating materials is formed between adjacent panels and extends in a lattice direction. In view of this, the conventional automated machine for working in the cargo space of a ship uses the friction force generated when pushing the side surface of the plywood layer as a support base to A driving method of moving along the groove between materials is used. Specifically, a conventional automated machine includes a drive unit that moves while a guide mechanism such as a ski is inserted into and supported by a slit.

  However, since the driving unit of the conventional automated machine needs to move while pushing the plywood layer of the panel, the side surface region of the plywood layer may be damaged by an excessive force applied to the side surface of the plywood layer.

  In addition, a technical problem inevitably arises because it is necessary to provide a slit having a specific shape below the plywood layer of the panel and to attach a guide mechanism inserted into the slit to a conventional automated machine. In this regard, the guide mechanism inserted into the slit serves as a kind of safety device that prevents the drive unit from falling off or coming off from the groove between the heat insulating materials while the drive unit moves in the vertical and horizontal directions. Fulfill.

  In particular, due to the layout characteristics of the panels, regions where the plywood layer does not exist are formed in the inter-heat insulating grooves. Therefore, it is necessary to further use a plurality of connectors for bridging a plurality of regions where the plywood layer does not exist. Aside from the inconvenience that arises when attaching the connector, it is difficult for conventional automated machines to maintain accurate movement performance when the connector is additionally attached to an area where there is no plywood layer.

  In the prior art, the heat insulation panel is manually attached. Therefore, even if a skilled worker makes every possible effort to accurately arrange and attach the panel to the inner wall surface of the cargo compartment, a gap remains at the joint between the plywood layers of each panel. Clearance makes it difficult for the machine wheel to rotate along the correct path.

  Therefore, the present invention has been made in view of the above circumstances, and its purpose is to transport various automated equipment for performing various operations on the heat insulating material attached to the inner wall surface of the cargo compartment of a ship. The rail-type transport device can improve the efficiency of work performed on the heat insulating material and provide accurate movement performance without damaging the heat insulating material. Is something that can be done.

  According to one aspect of the present invention, there is provided a rail-type transport device for transporting various automated equipment for performing various operations on a heat insulating material attached to an inner wall surface of a cargo compartment of a ship, A rail-type transport device comprising a pair of rails removably attached to a material, a transport assembly attachable to the rail and movable along the rail, and a controller for controlling operation of the transport assembly Provided.

  In this specification, the term “various postures” refers to various postures that the transport device presents while automatically moving along the inner wall surface of the ship's cargo compartment, and includes a flat posture, a horizontal posture, and a vertical posture. It is used to mean an upwardly arranged posture or the like.

  The rail-type transport device according to the present invention is of the type in which the transport assembly moves along the rail. This offers the advantage that there is no risk of damage to the insulation or plywood layer.

  Moreover, the rail-type transport device of the present invention is adapted so that the traveling wheel and the support wheel are brought into pressure contact with the rail using the pressing motor of the pressing portion and the ball screw mechanism at the time of initial setting. This provides the advantage that automation of the pressing operation can be realized.

  Furthermore, the rail-type transport device of the present invention uses a structure that can adjust the feed force of the ball screw mechanism of the pressing portion by the elastic reaction force of the pressure adjusting spring. Therefore, the traveling wheel and the support wheel can be brought into close pressure contact with the rail in spite of various rail conditions at the site. This offers the advantage that the correct movement of the transport assembly is mechanically ensured in various positions.

  Furthermore, the rail-type transport device of the present invention controls the pressing force in an optimal manner by using a displacement measuring device. This provides the advantage that the transport device can be operated safely.

  Moreover, the rail-type transport device of the present invention is provided with an automatic pressing portion. This provides the advantage that the transport device can be installed and removed quickly and easily, thereby maximizing operator convenience.

  Moreover, the rail-type transport device of the present invention can shorten the loading time of the cargo compartment, thereby improving the productivity, and also automating the construction process of the cargo compartment, thereby improving the construction accuracy. Offer the advantage of being able to.

It is a perspective view of a rail type transportation device by one embodiment of the present invention. It is a disassembled perspective view of the rail-type conveyance apparatus shown in FIG. FIG. 3 is a side sectional view of the rail-type transport device shown in FIG. 2. It is an expanded sectional view of the circle A shown in FIG.

  Hereinafter, embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

  FIG. 1 is a perspective view of a rail-type transport device according to an embodiment of the present invention. FIG. 2 is an exploded perspective view of the rail-type transport device shown in FIG. FIG. 3 is a side sectional view of the rail-type transport device shown in FIG. 4 is an enlarged cross-sectional view of a circle A shown in FIG.

  As shown in FIG. 1, the rail-type transport device according to the present invention includes various automated facilities for performing various operations on a heat insulating material 1 (for example, a heat insulating panel) attached to the inner wall surface of a ship's cargo compartment. A carrying assembly 10 is provided. In this regard, the groove between the heat insulating materials is formed so as to extend in the lattice direction directly above the gap 8 between the two adjacent heat insulating materials 1.

  The rail-type transport device of the present invention further includes a pair of parallel rails 200 fixedly attached to the heat insulating material 1 extending along the groove 9 between the heat insulating materials. The rail 200 serves as a support base and the transport assembly 10 moves along it.

  The transport assembly 10 is designed to move along the inter-insulation groove 9 without damaging the insulation 1 around the inter-insulation groove 9.

  The transport assembly 10 has a frame-type transport frame 110 for supporting automatic equipment or equipment necessary for work in the cargo compartment.

  The transport assembly 10 has a pair of drives 300 disposed on both sides of the transport frame 100. The drive unit 300 is operated by power (eg, electric power) under the control of the control unit 800 and is adapted to drive the transport assembly 10 in frictional contact with the rail 200.

  The transport assembly 10 further includes a pressing portion 400 that is attached to the transport frame 100 and is operated by power (eg, electric power) under the control of the control unit 800. The pressing unit 400 performs a pressing operation for pressing each driving unit 300 toward the rail 200 and a pulling operation for moving each driving unit 300 away from the rail 200.

  The transport assembly 10 further includes a pair of support wheel portions 500 that are attached to the drive portion 300 to be moved in a direction toward and away from the rail 200 to disengage from the rail 200. . Once the support wheel 500 is engaged with the rail 200, the transport assembly 10 is not unintentionally detached from the rail 200.

  The transport assembly 10 further includes a pair of auxiliary wheels 600 attached to the bottom surface of the transport frame 100 so as to be in roll contact (rolling contact) with the rail 200.

  The transport assembly 10 further includes a travel encoder 700 fixed to the transport frame 100 and electrically connected to the controller 800. The traveling encoder 700 detects the number of rotations of one of the pair of auxiliary wheels 600 and transmits a signal indicating the detected number of rotations to the control unit 800, so that the control unit 800 accurately determines the moving speed of the rail-type transport device. Feedback control can be performed.

  Hereinafter, the above-described components will be described in more detail with reference to FIG. As shown in FIG. 3, only the components on one side (for example, the right side) will be described for the components arranged symmetrically in the transport frame 100 in order to avoid duplication of description.

  Referring to FIG. 2, the transport frame 100 is equipped with various devices or system control units, travel control units, automation modules, portable power sources, safety devices, and other devices necessary to perform assigned tasks. It is a structure. The transport frame 100 is made of an ultralight structural material (eg, aluminum) and is made to have a structure that has a strong resistance to strain or other deformation.

  By fixing a plurality of cross beams including the front cross beam to the left and right beam members in a spaced relationship, the transport frame 100 can be assembled so as to have a structure resistant to deformation. In addition to the pressing part 400, various devices, devices, sensors, and components can be freely attached to the transport frame 100 using the mounting holes, bolts, and nuts of the transport frame 100. Further, the transport frame 100 has a plurality of legs 110 and 111 formed on the upper surface and side surfaces thereof for use in storing the transport frame 100, and a plurality of handles 112 for transporting the transport frame 100 by hand.

  The rails 200 are attached to the upper corner portions of the heat insulating material 1 disposed on both sides of the inter-heat insulating material groove 9. The rail 200 can extend in the longitudinal direction (for example, the X-axis direction) of the inter-heat insulating groove 9. Each rail 200 is provided with a locking step portion 211 that is in close contact with the upper corner portion of the corresponding heat insulating material 1.

  Each rail 200 has an engagement surface 212 formed on the opposite side of the locking step 211 so as to form a recess from the upper surface of the corresponding rail 200. Guide surfaces 213 and 214 that are inclined upward and downward are formed in the upper and lower regions of one side end portion that forms a pentagonal cross section of each rail 200. A frictional contact surface 216 is formed at one end of the pentagonal cross section between the guide surfaces 213 and 214.

  As best shown in FIG. 1, each rail 200 has a plurality of mounting holes 77, and each insulation 1 has a plurality of bolt holes 7 aligned with the mounting holes 77. Therefore, each rail 200 can be temporarily and removably attached to the corresponding heat insulating material 1 by passing a fastener 70 such as a bolt or a clamp through the attachment hole 77 and the bolt hole 7. In other words, each rail 200 is pressed by the upper corner portion of the corresponding heat insulating material 1 at the locking step portion 211, and then temporarily attached to the corresponding heat insulating material 1 by the fastener 70. When the desired operation is completed, the rail 200 is removed from the heat insulating material 1. Alternatively, the friction contact surface 216 can be replaced with a rack gear and the travel wheel 325 can be replaced with a pinion gear.

  The rail 200 is preferably made of wood such as timber, high-strength lightweight metal such as aluminum alloy, high-strength synthetic resin material such as engineering plastic, or composite material such as glass-reinforced plastic and carbon fiber-reinforced plastic.

  The rail 200 can be made of any material as long as it can withstand a preset load or can exhibit an allowable strain large enough to withstand the load. Further, in order to ensure stable and accurate travel of the transport assembly 10, a rack gear groove 215 for engaging with a pinion gear (not shown) of another drive structure is provided on one of the engaging surfaces 212 of each rail 200. It is additionally formed at the corner of the.

  The support wheels 510 and 511 of the support wheel unit 500 are in pressure contact with the guide surfaces 213 and 214 of the rail 200. Therefore, the guide surfaces 213 and 214 support the transport assembly 10 so that the transport assembly 10 can assume one of a variety of positions. The traveling wheel 325 of the driving unit 300 is in pressure contact with the frictional contact surface 216 of the rail 200 so that the transport assembly 10 can be driven in the above posture. In this regard, the pressing contact occurs when the pressing unit 400 presses the support wheel unit 500 and the driving unit 300 against the rail 200.

  Each driving unit 300 is attached to the wheel carriage 401 of the pressing unit 400 disposed in the space below the transport frame 100. Examples of the wheel carriage 401 include a knuckle and a strike, both of which are formed in a rod shape or a plate shape.

  The travel motor 320, the travel wheel 325, and one of the pair of support wheel units 500 are attached to the wheel carriage 401. The pressing force is transmitted from the pressing motor 410 to the wheel carriage 401 and the support wheel unit 500 through the double threaded shaft 460, the nut block 470, and the pressing member 480. The traveling wheel 325 is kept in contact with the corresponding rail 200 by a linear motion guide.

  When the double threaded shaft 460 rotates in the reverse direction, the pressure adjusting spring 490 is released from the compressed state. Accordingly, the wheel carriage 401 connected to the pressing member 480 via the guide shaft member 403 is moved inward in the lateral direction, whereby the driving unit 300 and the support wheel unit 500 are returned to their original positions and correspondingly. There is no contact with the rail 200.

  The wheel carriage 401 is formed with a plurality of guide holes 402 extending in the horizontal direction at the center thereof. One end of the guide shaft member 403 is inserted into the guide hole 402 so that the guide shaft member 403 can move in the horizontal direction. The travel motor 320 is attached to one end of the wheel carriage 401 in the longitudinal direction so as to extend vertically upward. The traveling motor 320 has a rotating shaft that protrudes downward.

  Each support wheel portion 500 is attached to the lower surface of the other end portion in the longitudinal direction of the wheel carriage 401. One member 404 (for example, a guide rail) of a known linear motion guide is attached to the upper surface of the other end portion in the longitudinal direction of the wheel carriage 401. Another member 405 (for example, a guide block) of a linear motion guide that is in sliding contact with one member 404 is attached to the lower surface of the transport frame 100. The linear motion guide ensures that the wheel carriage 401, the drive unit 300, and the support wheel unit 500 can reciprocate linearly during the pressing or releasing operation of the pressing unit 400.

  2 and 4 collectively, the rotation shaft 319 of the travel motor 320 extends in the vertical direction (for example, the Z-axis direction) through the bearing 318 fixed to the wheel carriage 401. A driven shaft 337 is functionally connected to the lower end of the rotating shaft 319 at a right angle via a bevel gear 329.

  A travel brake device 330 is attached to the driven shaft 337 of each drive unit 300. In response to a brake control signal supplied from the control unit 800, the traveling brake device 330 is adapted to lock or unlock each drive unit 300 quickly.

  The travel brake device 330 includes a brake housing and a brake bracket 339 fixed to the housing. The brake bracket 339 is connected to the wheel carriage 401 at its upper end. Travel brake device 330 includes electromagnetic restraining means disposed within the housing. The electromagnetic restraining means is electrically connected to a travel control unit 800 as shown in FIG. The traveling brake device 330 is normally in an initial state, and in the initial state, the electromagnetic restraining means is not in contact with the driven shaft 337.

  In an emergency or when it is necessary to stop the transport assembly 10 during a normal work process, the traveling control unit 800 supplies power (from an emergency power source such as a storage battery or a capacitor or a commercial power source) to the electromagnetic restraining means. A brake control signal is issued. Accordingly, the electromagnetic restraining means performs a locking operation by firmly holding the driven shaft 337 with the electromagnet member. As a result, the driven shaft 337, the traveling wheel 325, and the traveling motor 320 do not rotate. In this connection, the traveling wheel 325 is directly connected to the rotating shaft 319 of the traveling motor 320 and rotates when the traveling motor 320 is activated.

  The traveling motor 320 and a pressing motor 410 described later can be either a DC motor or a servo motor, and are configured by a reduction gear, a bearing, and a motor encoder. The traveling motor 320 and the pressing motor 410 are connected to the traveling control unit 800 to receive electric power.

  Referring to FIG. 2 again, the pressing unit 400 uses a ball screw mechanism that is a kind of screw motion mechanism that is functionally connected to the pressing motor 410. More specifically, the pressing unit 400 is fixed to a pressing motor 410 to which electric power is supplied from the traveling control unit 800 in order to generate torque, and one side (for example, the left girder member) of the transport frame 100. A first mounting bracket 420 having a generally “h” shaped cross-section, mounted and adapted to support the pressing motor 410 at the top and provided with a pair of coaxial bearings on the bottom wall; , Fixedly attached to the other side (for example, the right girder member) of the transport frame 100 that is spaced apart and opposed to the first mounting bracket 420, and a pair of coaxial bearings are provided on the bottom wall. A second mounting bracket 421 having a generally inverted “u” -shaped cross section, a drive pulley 430 attached to the rotating shaft of the pressing motor 410, and a pressing motor A driven pulley 450 functionally connected to the drive pulley 430 via a timing belt 440 to receive a torque of 10 and a driven pulley 450 fitted at one end and the first mounting bracket 420 bearing and Two screw shafts 460 rotatably supported by bearings of the two mounting brackets 421, and one screw portion and the other screw portion of the double screw shaft 460 for converting the rotary motion of the screw shaft 460 into a linear reciprocating motion. It includes a pair of screwed nut blocks 470, a pressing member 480 attached to the bottom of the nut block 470, and a pressure adjusting spring 490 held between the pressing member 480 and the wheel carriage 401. In this connection, one screw portion and the other screw portion of the double threaded shaft 460 are formed in opposite directions.

  With the above-described configuration, the force referred to as the pressing force in the present invention is the force of the nut block 470 and the pressing member 480 generated when the pressing unit 400 is operated, and the elastic reaction of the pressure adjustment spring 490 compressed by the pressing member 480. This is the total power.

  Although not shown, a pressing brake device for stopping the movement of the pressing motor 410 and other components functionally connected thereto is additionally attached to the double threaded shaft 460 or the rotating shaft of the pressing motor 410. obtain. This press brake device may have substantially the same structure as the traveling brake device 330 described above.

  As apparent from FIG. 4, when the double threaded screw shaft 460 is rotated in the forward direction or the reverse direction, the nut block 470 and the pressing member 480 screwed into one screw portion and the other screw portion of the screw shaft 460 are In the same stroke S, the transport frame 100 is moved outwardly or inwardly in the lateral direction at the same time.

  In this connection, each pressing member 480 is formed by a horizontal plate 481 and a vertical plate 482. The guide shaft member 403 is coupled to the vertical plate 482 of each pressing member 480 at one end. The pressure adjustment spring 490 is held around the guide shaft member 403. The other end of the guide shaft member 403 is inserted into the guide hole 402 of the wheel carriage 401, and a pin is used to ensure that the guide shaft member 403 does not come off the guide hole 402 due to the elastic reaction force of the pressure adjustment spring 490. 483 is restrained.

  One end of the pressure adjusting spring 490 is brought into contact with the side surface of the vertical plate 482 of each pressing member 480, and the other end is coupled to the side surface of the wheel carriage 401 via a displacement measuring device 491 (potentiometer). The device 491 is connected to the control unit 800 shown in FIG. Alternatively, the displacement measuring device 491 can be provided between the vertical plate 482 of each pressing member 480 and the pressure adjustment spring 490.

  When the pressing unit 400 is operated, the pressing force, that is, the total force of the elastic reaction force of the pressure adjusting spring 490 and the power of the nut block 470 and the pressing member 480 is transmitted to the wheel carriage 401 via the pressure adjusting spring 490. Accordingly, the traveling wheel 325 of each drive unit 300 and the support wheels 510 and 511 of each support wheel unit 500 are elastically pressure-contacted with the friction contact surfaces 216 and guide surfaces 213 and 214 of each rail 200. Therefore, the traveling wheel 325 and the support wheels 510 and 511 can be in close contact with each rail 200 regardless of the situation at the site. As a result, the correct operation of the transport assembly 10 is mechanically ensured in any of a variety of postures.

  The control unit 800 shown in FIG. 1 is adapted to control the operation of the pressing motor 410 of the pressing unit 400, and realizes optimum force control by using the signal of the displacement measuring device 491 at the initial setting and during the running process. can do.

  The displacement measuring device 491, the traveling motor 320, the traveling brake device 330, the pressing brake device, the pressing motor 410, and the traveling encoder 700 are controlled so that power can be supplied and a signal can be transmitted to the control unit 800. Part 800 is electrically connected.

  The pressing force of the pressing unit 400 is controlled by a force control algorithm stored in the memory of the control unit 800 and executed by the central processing unit of the control unit 800. Using the displacement measuring instrument 491, the control unit 800 causes the driving unit 300 and the support wheel unit 500 to be moved laterally outward of the transport frame 100 or returned to the original position according to the situation in the field. The method executes a force control algorithm. The power of each component of the pressing unit 400 is adjusted by the elastic reaction force of the pressure adjusting spring 490, thereby keeping the pressing force constant. Thereby, the conveyance assembly 10 can be moved accurately.

  Referring again to FIG. 2, each support wheel portion 500 has a mounting base 501 attached to the lower surface of the other end in the longitudinal direction of the wheel carriage 401 and a spring damper type fixedly attached to the mounting base 501. Cylinder portion 502, a rod 503 that is extendably fitted to the cylinder portion 502, a wheel guide block 504 that is attached to the tip of the rod 503, and a position above the wheel guide block 504 so as to be in contact with each rail 200. And a plurality of support wheels 510 and 511 rotatably mounted on the lower slope.

  As can be seen from FIG. 4, the support wheels 510 and 511 have an upward wheel arrangement angle of + 45 ° and a downward wheel arrangement angle of −45 ° with respect to a virtual plane (a plane having the axis of the rod 503 shown in FIG. 2). At an angle. As a result, the support wheels 510 and 511 can be in intimate contact with the guide surfaces 213 and 214 of each rail 200.

  Referring to FIG. 2, a plurality of auxiliary wheels 600 are rotatably attached to the lower surface of the transport frame 100 via wheel mounting brackets. As best shown in FIG. 3, the auxiliary wheel 600 rotates in contact with the rail 200 and supports the transport frame 100 movably.

  Referring to FIG. 2 again, the travel encoder 700 is directly connected to the shaft of the auxiliary wheel 600 via a shaft coupler (not shown). Alternatively, the travel encoder 700 can be attached to the transport frame 100 via a sensor wheel that rotates with one of the plurality of auxiliary wheels 600.

  The traveling encoder 700 transmits a signal indicating the detected number of rotations of the corresponding auxiliary wheel 600 to the control unit 800. The control unit 800 uses the known circumferential length of the auxiliary wheel 600 stored in the memory of the control unit 800 and the number of rotations of the corresponding auxiliary wheel 600 transmitted in this way to make the total travel of the transport assembly 10. Calculate the distance. The controller 800 can calculate the moving speed of the transport assembly 10 using the total travel distance calculated in this way and the operation time measured by the timer of the controller 800.

  The operation of the rail-type transport device will be described below according to the present invention.

  Referring to FIG. 3, the worker performs initial setting work. In other words, the rail 200 is attached to the upper corner portion of the heat insulating material 1 disposed on both sides of the inter-heat insulating material groove 9. At this time, the rail 200 is attached to the heat insulating material 1 by the fastener 70. Thereafter, the operator moves the transport frame 100 of the transport assembly 10 to the space above the inter-insulation groove 9 and lowers it onto the upper surface of the rail 200. In this process, the auxiliary wheel 600 contacts the upper surface of the rail 200 and supports the transport frame 100.

  Then, the worker turns on the power of the control unit 800. While performing initialization, the control unit 800 checks whether the transport frame 100 is placed on the rail 200 using a contact switch (not shown) attached separately.

  Thereafter, the control unit 800 causes the pressing unit 400 to perform a pressing operation. During the pressing operation, the pressing motor 410 of the pressing unit 400 rotates the driving pulley 430, the timing belt 440, the driven pulley 450, and the double threaded shaft 460 in the forward direction or the reverse direction.

  In response, one threaded portion and the other threaded portion of the screw shaft 460 move the nut block 470 away from each other so that the nut block 470 is moved toward the rail 200. More specifically, as can be seen from FIG. 4, the pressing member 480 connected to each nut block 470 compresses the pressure adjustment spring 490 in the same direction as the corresponding nut block 470 moves. The wheel carriage 401 is pressed toward the corresponding rail 200 by the urging force of the pressure adjusting spring 490 compressed in this way.

  As a result, the traveling wheel 325 of each drive unit 300 attached to the wheel carriage 401 is pressed against the friction contact surface 216, and at the same time, the support wheels 510 and 511 of each support wheel unit 500 attached to the wheel carriage 401 are guided surfaces. 213 and 214 are brought into pressure contact.

  The releasing operation of the pressing unit 400 is performed in the reverse order of the pressing operation.

  Next, the traveling control operation of the traveling control unit 800 will be described.

  The traveling control unit 800 measures the magnitude of the pressing force based on the signal input from the displacement measuring device 491, and controls the torque of the pressing motor 410 of the pressing unit 400 according to the pressing force measurement result. Moreover, the traveling control unit 800 supplies electric power to the traveling motor 320, thereby rotating the traveling wheel 325 that remains pressed against the frictional contact surface 216 of the rail 200 in the forward direction. In this way, the transport assembly 10 including the transport frame 100 and the drive unit 300 is moved in the forward direction. When the travel motor 320 and the travel wheel 325 are rotated in the reverse direction, the transport assembly 10 including the transport frame 100 and the driving unit 300 is moved in the reverse direction.

  Due to the fact that the support wheels 510 and 511 of the support wheel unit 500 rotate in contact with the guide surfaces 213 and 214, the rail-type transport device of the present invention can take any one of various postures. You can keep running.

  In particular, the traveling brake device 330 and the pressing brake device are stably maintained in any one of various postures by the transport device of the present invention, and even if a power failure, a commercial power source, a power source, Even in the case of a circuit failure of the travel control unit and a normal stop of the transport device, it is ensured that the transport device does not slide or drop.

  In the transport device of the present invention, the drive unit 300 and the support wheel unit 500 of the transport assembly 10 are moved along the rail 200. Therefore, there is no possibility that the heat insulating material or its plywood is damaged.

  Also, there is no need to form a slit in each insulation 1 (other methods require a slit to move or drive the transport assembly 10). In particular, by using the rail 200, it is not necessary to bridge a region where the plywood layer does not exist in the groove between the heat insulating materials using a separate connector, so that the heat insulating material 1 can be easily attached.

  The transport assembly 10 is moved by the frictional force between the traveling wheel 325 and the rail 200, but the transport assembly 10 can also be driven by a rack-pinion mechanism.

  In addition, the traveling control unit 800 can accurately feedback control the moving speed of the rail-type transport device based on the number of rotations of the auxiliary wheel 600 detected by the traveling encoder 700.

  Although the preferred embodiment of the present invention has been described above, the present invention is not limited to this embodiment. It should be understood that various modifications and changes can be made without departing from the scope of the claims.

  INDUSTRIAL APPLICABILITY The rail-type transport device of the present invention can be advantageously used in the field related to transporting various automated equipment for performing various operations on the heat insulating material attached to the inner wall surface of the cargo compartment of a ship. .

Claims (10)

A rail-type transport device that transports various automated equipment for performing various operations on the heat insulating material attached to the inner wall surface of the cargo compartment of a ship,
A pair of rails removably attached to the insulation;
A transport assembly attachable to and movable along the rail;
Look including a control unit for controlling the operation of the carriage assembly,
The transport assembly includes
A transport frame;
A drive unit attached to the transport frame and provided with a traveling wheel;
A pressing portion attached to the transport frame to press the traveling wheel against the rail or to move the traveling wheel away from the rail;
A support wheel portion movable in a direction approaching or moving away from the rail to engage with or disengage from the rail;
Each rail has a guide surface inclined upward, a guide surface inclined downward, and a friction contact surface formed between the two guide surfaces,
The support wheel portion has a support wheel adapted to contact the guide surface;
The traveling wheel is adapted to contact the friction contact surface;
A rail-type transporting device , wherein a locking step portion for contacting the upper corner portion of each heat insulating material is formed on a lower surface of one side end portion of each rail . The transport assembly comprises:
A travel brake device for stopping movement of the transport assembly;
The rail-type transport device of claim 1, further comprising an auxiliary wheel fixedly attached to a bottom surface of the transport frame and adapted to rotate along the rail. The transport assembly further includes a travel encoder for detecting a rotational speed of at least one of the travel wheel and the auxiliary wheel;
3. The travel encoder is adapted to supply the detected number of rotations to the controller so that the controller can accurately control the moving speed of the transport assembly. The rail-type transport device described. The drive unit is
A travel motor for generating torque in response to a control signal supplied from the control unit;
The rail-type transport device according to claim 1, further comprising: a power transmission mechanism for transmitting the torque of the travel motor to the travel wheel. The rail-type transport device according to claim 4 , wherein the travel brake device is adapted to hold or release a rotation shaft of the travel motor. The travel brake device, the rail type transportation device according to claim 4, characterized in that disposed around the driven shaft that is operably linked to the rotating shaft of the travel motor via a bevel gear. The pressing portion of the transport assembly is
A pressing motor for generating torque in response to a control signal supplied from the control unit;
A first mounting bracket attached to the carrying frame and supporting the pressing motor;
A second mounting bracket attached to the carrying frame on the opposite side of the first mounting bracket;
A main pulley attached to a rotating shaft of the pressing motor;
A driven pulley operably connected to the main pulley;
A double threaded shaft fitted into a driven pulley at one end and rotatably supported at both ends by the first mounting bracket and the second mounting bracket;
A nut block screwed onto the screw shaft;
A pressing member attached to the nut block;
The rail-type transport device according to claim 1, further comprising a wheel carriage that is movably connected to the pressing member and is adapted to support the drive unit and the support wheel unit. The rail-type transport device according to claim 7 , wherein the transport assembly further includes a pressure adjusting spring interposed between the pressing member and the wheel carriage. The rail-type transport device according to claim 7 , wherein the pressing member and the wheel carriage are coupled to each other via a linear motion guide. The support wheel portion is
A mounting base functionally connected to the pressing portion and interlocking with the pressing portion;
A cylinder portion fixedly attached to the mounting base;
A rod fitted to the cylinder portion so as to be extendable;
Attached to the rod, and a wheel guide block having upper and lower slopes,
Wherein the support wheels of the support wheel unit, the rail type transportation device according to claim 1, characterized in that the Ru rotatably mounted on the upper and lower slopes of the wheel guide block so as to be in contact with the rail .

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