JP5235087B2 - Transport vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving unit for suppressing a shaft of an encoder from becoming large with an increase of braking torque of a braking device and reducing a product cost. <P>SOLUTION: One end side of a spline shaft 71 in an electromagnetic brake unit 7 is coupled to a motor shaft 51 of a motor 5, and the other end side of the spline shaft 71 of the electromagnetic brake unit 7 to an input shaft 81 of a reduction gear 8 (namely, the electromagnetic brake unit 7 is installed between the motor 5 and the reduction gear 8). Since a rotor 61 of the encoder 6 is coupled to the motor shaft 51 of the motor 5 on a side opposite to the electromagnetic brake unit 7, the spline shaft 71 of the electromagnetic brake unit 7 can perform entire transmission of driving torque from the motor 5 to the reduction gear 8, and the rotator 61 of the encoder 6 need not perform torque transmission. Therefore the size of the rotor 61 of the encoder 6 can be made small, and the product cost can be reduced. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a transport vehicle that includes a drive unit that detects a rotational position of a motor by a rotational position detection device and that decelerates and brakes by a speed reduction device and a braking device, and more particularly to a transport vehicle that can reduce product costs. Is.

  In factories that need to transport large transported objects (for example, steel plate coils in steelworks), a large unmanned transport vehicle that automatically detects a derivative laid on the travel path and automatically travels along a predetermined route. It is used. The automatic guided vehicle is configured such that the vehicle body is supported by a plurality of wheels, and each wheel can be independently steered and independently driven by a steering motor and a traveling motor. Based on the detection result of the sensor, the steering motor, the traveling motor, By being driven and controlled respectively, automatic conveyance is performed while performing forward / backward traveling, traversing, skewing, or turning.

  By the way, in a drive unit such as a steering motor or a traveling motor used in such an automatic guided vehicle, a brake device is incorporated because it is necessary to stop the motor suddenly or to maintain the stopped state. In this case, the conventional drive unit generally has a structure in which a braking device is interposed between the encoder (rotation detection device) and the motor.

  However, in this structure, when the brake device is removed from the motor for maintenance, it is necessary to remove the encoder from the motor. When the encoder is removed from the motor, the phase of the encoder with respect to the motor shifts. Therefore, when the drive unit is assembled after maintenance of the braking device, the phase of the encoder must be adjusted again with respect to the motor. There was a problem that the process became complicated.

Japanese Patent Laid-Open No. 2001-212124 discloses a technique in which a braking device (electromagnetic brake) is connected to an end of the motor opposite to the output shaft, and an encoder is disposed between the braking device and the motor. Has been. According to this technique, it is possible to remove and maintain only the braking device while the encoder is connected to the motor.
Japanese Patent Laid-Open No. 2001-212124 (for example, FIG. 1)

  However, in the conventional technology described above, an encoder is disposed between the motor and the braking device (electromagnetic brake) (that is, a configuration in which the shaft of the encoder connects the shaft of the motor and the shaft of the braking device). Therefore, in order to transmit the braking torque of the braking device to the motor, it is necessary to unnecessarily increase the diameter of the encoder shaft, which increases the product cost.

  The present invention has been made to solve the above-described problems, and an object thereof is to provide a transport vehicle capable of reducing product costs.

In order to achieve this object, the transport vehicle according to claim 1 includes a drive unit that drives a wheel, and the drive unit includes a motor having a drive shaft, a rotating shaft, and rotation of the rotating shaft. A rotational position detection device having a detector for detecting a position; a speed reduction device having a speed reduction unit for decelerating and transmitting the rotation of the input shaft, the output shaft and the input shaft to the output shaft; and the braking shaft and the braking shaft A braking device having a braking portion for braking rotation, wherein one end side of the braking shaft of the braking device is connected to the drive shaft of the motor, and the other end side of the braking shaft of the braking device is an input shaft of the reduction device And the rotational shaft of the rotational position detection device is coupled to the drive shaft of the motor on the side opposite to the braking device , the motor includes a motor case that supports the drive shaft, and the speed reducer includes: Decrease The brake device includes an electromagnetic brake case that accommodates the braking portion, and the motor case includes a motor through hole that is formed through the motor case and through which the first bolt is inserted. The brake case includes a first brake through hole and a second brake through hole that are formed through the electromagnetic brake case. The first brake through hole communicates with the motor through hole, and the electromagnetic brake case and the motor case are connected to each other. The joint surface is subjected to counterboring for the height of the bolt head so that all the heads of the second bolts inserted through the second brake through holes can be accommodated in the electromagnetic brake case. A first reduction gear screwing hole and a second reduction gear screwing hole formed in the reduction gear case, the first reduction gear screwing hole communicating with the first brake through hole, and the second reduction gear screwing. The hole communicates with the second brake through hole, and the first bolt is inserted into the motor through hole and the first brake through hole and screwed into the first reduction gear screwing hole to fasten the motor and the braking device to the reduction gear. On the other hand, the braking device is fastened to the reduction gear by inserting the second bolt into the second brake through hole and screwing into the second reduction gear screwing hole .

  The conveyance vehicle according to claim 2 is the conveyance vehicle according to claim 1, wherein the braking device has a shaft end of a drive shaft of the motor fitted in a recess on one end side of the braking shaft, and the braking shaft. The other end side of the brake shaft is connected to the drive shaft of the speed reducer by the shaft end of the other end side being fitted into the recess of the input shaft of the speed reducer. The cross-sectional shape at the shaft end is configured to have the same cross-sectional shape as the cross-sectional shape at the shaft end of the drive shaft of the motor.

The conveyance vehicle according to claim 3 is the conveyance vehicle according to claim 1 or 2, wherein the drive unit is configured so that the rotation shaft of the rotational position detection device is connected to the drive shaft of the motor. A partition member that partitions the space and the internal space of the rotational position detection device is provided.
The conveyance vehicle according to claim 4 is the conveyance vehicle according to any one of claims 1 to 3, wherein the motor includes a guide protruding from an outer peripheral surface of the motor case, and the speed reduction device includes the speed reduction device. A slide shaft erected from a machine case is provided, and the motor is connected to the speed reducer without being separated from the speed reducer by allowing the slide shaft to slide on the guide .

  According to the transport vehicle of the first aspect, the drive unit is configured such that one end side of the brake shaft of the brake device is connected to the drive shaft of the motor and the other end side of the brake shaft of the brake device is connected to the input shaft of the speed reducer. Therefore, when the drive shaft of the motor is rotated, the rotation of the drive shaft is input to the input shaft of the speed reducer via the brake shaft of the brake device. When rotation is input to the input shaft of the speed reducer, the rotation of the input shaft is decelerated by the speed reducer, then transmitted to the output shaft, and the output shaft is rotated. In this case, when the braking shaft is braked by the braking unit of the braking device, the rotation of the driving shaft of the motor is braked, or the driving shaft of the motor is held in a stopped state.

  Further, since the rotation shaft of the rotational position detection device is connected to the drive shaft of the motor, when the drive shaft of the motor is rotated, the rotation shaft of the rotation position detection device is rotated along with the rotation, The rotational position of the drive shaft of the motor is detected by the detector of the rotational position detector through the rotation of the rotational shaft.

  Here, according to the transport vehicle of the present invention, as described above, the drive unit connects the one end side of the brake shaft of the brake device to the drive shaft of the motor and the other end side of the brake shaft of the brake device to the speed reducer. (I.e., a braking device is interposed between the motor and the speed reduction device), and the rotational shaft of the rotational position detecting device is coupled to the motor drive shaft on the opposite side of the braking device. Therefore, transmission of drive torque from the motor to the reduction gear can be shared by the braking shaft of the braking device, and there is no need to share it by the rotating shaft of the rotational position detection device. Therefore, since the diameter of the rotation shaft of the rotational position detection device can be reduced, there is an effect that the product cost can be reduced accordingly.

Further, according to the transport vehicle of the present invention, the drive unit is connected to the motor on the side opposite to the braking device, so that the rotational position detection device remains connected to the motor. Only the braking device can be removed from the motor and serviced. Therefore, when assembling the drive unit after maintenance of the braking device, it is not necessary to re-adjust the rotational position (phase) of the rotational position detection device with respect to the motor. Therefore, there is an effect that the work cost can be reduced.
In addition, according to the transport vehicle of the present invention, when the first bolt is removed, only the motor to which the rotational position detection device is connected can be removed from the reduction gear while the control device is attached to the reduction gear. When the bolt is removed, the control device can be removed from the reduction gear.
Therefore, in the replacement work of the control device, the control device and the motor to which the rotational position detection device is connected can be detached separately (the motor with the rotational position detection device and the control device can be separated and detached). Compared with the case where the controller is attached and detached together, the weight of the object to be handled in one operation in the replacement operation of the drive unit can be reduced. Therefore, it is possible to improve the workability of the replacement work accompanying the increase in the weight of the object and reduce the burden on the operator in the replacement work.

  According to the transport vehicle according to claim 2, in addition to the effect produced by the transport vehicle according to claim 1, the braking device has the shaft end of the drive shaft of the motor fitted in the recess on the one end side of the brake shaft, The shaft on the other end side of the brake shaft is connected to the input shaft of the speed reducer by fitting the shaft end on the other end side of the brake shaft into the recess of the input shaft of the speed reducer. Since the cross-sectional shape at the end has the same cross-sectional shape as the cross-sectional shape at the shaft end of the motor drive shaft, the shaft end of the motor drive shaft can be fitted into the recess of the input shaft of the reduction gear. That is, there is an effect that the drive unit can be configured by directly connecting the drive shaft of the motor and the input shaft of the speed reducer without interposing the brake shaft of the brake device.

In other words, it is possible to add a braking device later to an existing drive unit in which a motor is directly connected to the speed reducer and to newly configure the drive unit. If the drive unit is configured by adding a braking device in this way, the braking is performed while the rotational position detection device is connected to the motor (that is, without removing the rotational position detection device from the motor). Only the device can be removed from the motor and serviced. Therefore, even in such a drive unit, with the development of the braking device, when assembling the drive unit, than the alignment rotational position (phase) can be eliminated, to simplify the working process, that amount, work Cost can be reduced.

According to the transport vehicle of the third aspect, in addition to the effect achieved by the transport vehicle according to the first or second aspect, the drive unit includes the partition member, and the rotation shaft of the rotational position detection device is coupled to the drive shaft of the motor. In this state, the internal space of the motor and the internal space of the rotational position detection device are partitioned by a partition member, so that the motor abrasion powder is transferred to the internal space of the rotational position detection device via the internal space of the motor. There is an effect that intrusion can be suppressed. As a result, there is an effect that it is possible to suppress the influence of the wear powder, to ensure the detection accuracy by the detector, and to improve the durability.
According to the transport vehicle of the fourth aspect, in addition to the effect produced by the transport vehicle according to any one of the first to third aspects, the guide and the slide shaft are configured to be slidable. Even if all the bolts are removed, the motor can be prevented from separating from the reduction gear. Therefore, when removing the motor from the control device, the motor is prevented from falling off the speed reduction device, and the first bolt can be removed safely.
In addition, since the motor can be moved in a direction away from the reduction gear while being supported by the slide shaft, the second bolt that fixes the control device to the reduction gear is removed, and the control device is separated from the reduction gear. can do. Then, after maintaining the separated reduction gear, the control device can be assembled in a procedure reverse to the procedure of removing the reduction gear.
Thus, since the operator can finish the control device replacement operation without lifting the motor, maintenance work can be saved and maintenance costs can be reduced.
In addition, since the worker does not lift the motor, the worker is released from the danger of dropping the motor, and the safety of the worker in the replacement work of the control device can be ensured.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the configuration of the automatic guided vehicle 100 in which the servo motor unit 110 is incorporated will be described with reference to FIG. FIG. 1 is a schematic view of the automatic guided vehicle 100 according to the first embodiment of the present invention viewed from above.

  First, the automatic guided vehicle 100 will be described with reference to FIG. The automatic guided vehicle 100 is a transport vehicle that is guided by a derivative laid on the road surface G to transport a processed product, an assembly, or the like to another work space at a production site such as a factory.

  As shown in FIG. 1, automatic guided vehicle 100 includes a vehicle body 120, a plurality of (four in this embodiment) driving wheels 130 that support the vehicle body 120, and a driving force or a braking force applied to each of the driving wheels 130. A plurality of (four in the present embodiment) servo motor units 110 to be provided and a PLC 1 that controls the rotation of the servo motor units 110 are mainly provided. Note that a steering device (not shown) is attached to each of the plurality (four in the present embodiment) of driving wheels 130 and is steered independently.

  As a result, a plurality of (four in this embodiment) drive wheels 130 are independently driven or braked and steered, so that the automatic guided vehicle 100 is guided by a derivative laid on the road surface G and travels. can do.

As shown in FIG. 1, PLC1, based on the instruction of the control program 1b stored in the ROM 1a, the command signal output from CPU1c to the servo motor unit 110 via the I / O port 1 d and bus line BL Send sequencer.

  The servo motor unit 110 is a device that applies a driving force and a braking force to the driving wheel 130 based on a command signal from the PLC 1, and includes a pulse transmitter 2, a driving driver 3, and a motor unit 4.

The pulse transmitter 2 is a device that sends a command pulse signal to the drive driver 3. The pulse transmitter 2 converts the command signal sent from the PLC 1 via the bus line BL into a command pulse signal, and changes the command pulse signal based on the servo signal sent from the drive driver 3 via the bus line BL1. after sends a command pulse signal is varied over a bus line BL2 to driver 3.

  The drive driver 3 supplies current to the motor unit 4 via the power line P based on the command pulse signal sent from the pulse transmitter 2, and also sends positional information of the motor unit 4 to the pulse transmitter 2 via the bus line BL1. And a servo signal that includes rotation speed information.

  The motor unit 4 generates a driving force and a braking force by the current supplied from the driving driver 3 via the power line P, applies the driving force and the braking force to the driving wheel 130, and is positioned via the bus line BL3. This is an apparatus for sending an encoder signal including information and rotational speed information to the drive driver 3.

  As described above, based on the instruction of the control program 1b stored in the ROM 1a, the command signal is sent from the PLC 1 to the servo motor unit 110, and the command signal is converted into the command pulse signal by the pulse transmitter 2 to be driven by the driver. Sent to 3.

  When the command pulse signal is sent to the drive driver 3, current is supplied from the drive driver 3 to the motor unit 4 based on the command pulse signal, and when current is supplied from the drive driver 3 to the motor unit 4, The motor unit 4 generates a driving force and a braking force according to a change in current.

In parallel with the generation of the driving force and the braking force, an encoder signal including position information and rotation speed information of the motor unit 4 is sent to the driving driver 3. When the encoder signal is sent to the drive driver 3, the drive driver 3 sends a servo signal based on the encoder signal to the pulse transmitter 2, and the pulse transmitter 2 sends the servo signal sent from the drive driver 3 to the pulse signal. And the command pulse signal is changed based on the comparison result and sent to the drive driver 3.

Thus, compared servo signal pulse generator 2 is sent from driver 3 and a command pulse signal, from sending the driver 3 by changing the command pulse signal based on the comparison result, the command pulse signal And the servo signal can be corrected. Therefore, the deviation between the rotation angle position of the motor unit 4 and the desired rotation angle position can be reduced. As a result, the position control accuracy of the motor unit 4 can be improved.

  In addition, when the motor unit 4 is in an operating state (a state in which a driving force or a braking force is generated), the deviation between the command pulse signal and the servo signal can be corrected. In addition, the deviation between the rotation angle position of the motor unit 4 and the desired rotation angle position and the deviation between the rotation speed of the motor unit 4 and the desired rotation speed can be reduced. As a result, the position control accuracy and speed tracking accuracy of the motor unit 4 can be improved.

  Further, since the deviation between the command pulse signal and the servo signal can be corrected when the motor unit 4 is in an operating state (a state in which driving force or braking force is generated), position accuracy or speed accuracy is separately calibrated. The work to do can be omitted. Therefore, the maintenance cost of the servo motor unit 110 can be saved and the running cost of the automatic guided vehicle 100 can be reduced.

Next, the configuration of the motor unit 4 will be described with reference to FIG. FIG. 3 is an exploded sectional view showing a section of the motor unit 4 in an exploded state. In order to facilitate understanding, the regulation bolt B72 and the torque spring 72g show side surfaces, and the hatching of the motor bearing B5 and the brake bearing B7 is omitted.

As shown in FIG. 2, the motor unit 4 is a device that applies a driving force and a braking force generated by a current supplied from the driving driver 3 (see FIG. 1) to the driving wheels 130 of the automatic guided vehicle 100, A motor 5 that generates a driving force and a braking force, an encoder 6 that detects a circumferential position (rotational angle position) of a motor shaft 51 described later of the motor 5, and a motor shaft 51 described later of the motor 5 that is braked or held. An electromagnetic brake unit 7 for reducing the driving force and the braking force transmitted from the motor 5 through the electromagnetic brake unit 7 and amplifying the speed reduction device 8.

  As shown in FIG. 2, the motor 5 is a DC servo motor that generates a driving force and a braking force by a current supplied from the drive driver 3 (see FIG. 1). The motor shaft 51, the rotor magnet 52, the stator 53, a commutator 54, and a motor case 55 are mainly provided.

The motor shaft 51 is a member that outputs a driving force and a braking force to the outside of the motor 5 and is formed in a substantially cylindrical shape having an axis O from a metal material. The motor shaft 51 is fitted into a spline shaft 71 of the electromagnetic brake unit 7 described later. On the outer peripheral surface of one end side (right side in FIG. 2) of the both ends of the motor shaft 51, a fitting convex portion is formed in a rectangular parallelepiped shape and the longitudinal direction (left and right direction in FIG. 2) is arranged along the axis O. 51a is formed. The fitting convex portion 51 a is configured as a key that is fitted into a concave portion formed in the spline shaft 71 .

  The rotor magnet 52 is a member that generates a magnetic force, is configured in a substantially cylindrical shape with a permanent magnet, is fitted on the outer peripheral surface of the motor shaft 51, and is integrated with the motor shaft 51. The stator 53 is a member that generates a magnetic force when an electric current flows. The stator 53 is configured by an electromagnet in a substantially cylindrical shape, and an inner peripheral surface thereof is disposed so as to oppose the outer peripheral surface of the rotor magnet 52. It is fitted inside.

  The stator 53 is configured as an electromagnet, is disposed at a position facing the outer peripheral surface of the rotor magnet 52, and is fixed to a motor case 55 described later.

  The commutator 54 is a member that switches the magnetic force generated by the stator 53 to repel the magnetic force of the rotor magnet 52, and switches the polarity of the current flowing through the stator 53 in conjunction with the rotation of the rotor magnet 52.

  The motor case 55 is formed in a substantially cylindrical shape having an axis O and mainly supports a motor shaft 51 via a pair of motor bearings B5, and mainly includes a flange portion 55a and a case inner wall 55c.

  The flange portion 55a projects in a flange shape from the outer peripheral surface on the fitting convex portion 51a side radially outward (upward and downward in FIG. 2), and a plurality (three in this embodiment) of through-holes 55b are axially centered. A through-hole is formed along the O direction (left-right direction in FIG. 2). The through holes 55b are arranged at intervals of 120 degrees in the circumferential direction around the axis O.

  The case inner wall 55c continuously protrudes in the circumferential direction from the inner surface opposite to the flange portion 55a (left side in FIG. 2) radially inward (upward and downward in FIG. 2), and on the encoder 6 side (left side in FIG. 2). A first detection unit 62 and a second detection unit 63 described later are attached to the side surface of the case inner wall 55c.

  A stator 53 and a motor bearing B5 are fitted on the inner peripheral surface of the motor case 55, and the motor shaft 51 is supported on both sides of the stator 53 in the direction along the axis O (left and right in FIG. 2). The motor bearing B5 is disposed.

  As shown in FIG. 2, the encoder 6 detects the rotation angle and rotation speed of the motor shaft 51 of the motor 5, and detects the encoder signal including the position information and rotation speed information of the motor shaft 51 to the drive driver 3. And includes a rotor 61, a first detection unit 62, and a second detection unit 63. The encoder signal is a first encoder signal that is output every time the rotor 61 changes once in the circumferential direction, and a signal that is output every time the rotor 61 changes 360 degrees in the circumferential direction. Two types of signals, the second encoder signal, are provided.

The rotor 61 is formed in a disc shape having the same axis O as the motor shaft 51, and is connected to the end portion on the opposite side (left side in FIG. 2) to the end portion where the fitting convex portion 51a of the motor shaft 51 is formed. Has been. In addition, a plurality (360 in the present embodiment) of first detection grooves are recessed on one side surface (right surface in FIG. 2) of the pair of side surfaces which are flat surfaces of the rotor 61 configured in a disk shape. It is installed. The first detection grooves extend linearly toward the axis O, and are arranged at intervals of 1 degree in the circumferential direction centering on the axis O. In addition, one second detection groove is recessed on the outer peripheral side of the first detection groove and extends linearly toward the axis O.

  The first detector 62 is a device that detects a first detection groove recessed in the rotor 61 and outputs a first encoder signal, which is a signal including the detection information, to the drive driver 3. 55 is fixed to the inner wall 55c of the case. The second detection unit 63 is a device that detects a second detection groove recessed in the rotor 61 and outputs a second encoder signal, which is a signal including the detection information, to the drive driver 3. 55 is fixed to the inner wall 55c of the case.

  Thus, since the rotor 61 is connected to the motor shaft 51 and the detection unit 62 is fixed to the case inner wall 55c of the motor case 55, the first detection groove or the second detection groove provided in the rotor 61 is recessed. By detecting this, the circumferential displacement of the motor shaft 51 around the axis O with respect to the motor case 55 can be detected.

  Since the encoder 6 is housed in the motor case 55, the encoder 6 can be separated from the electromagnetic brake unit 7 described later. Therefore, it is possible to prevent wear accuracy from the electromagnetic brake unit 7 described later from adhering to the detection accuracy and durability.

Further, according to the servo motor unit 110 of the first embodiment, the inner space of the motor 5 and the encoder 6 are provided in the state that the case inner wall 55c is provided and the rotor 61 of the encoder 6 is coupled to the motor shaft 51 of the motor 5. Therefore, it is possible to prevent the wear powder from the commutator 54 of the motor 5 from entering the internal space of the encoder 6 through the internal space of the motor 5. Can do. As a result, it is possible to suppress the influence of the wear powder, to ensure the detection accuracy and durability of the first detection unit 62 and the second detection unit 63 , and to improve the durability.

  As shown in FIG. 2, the electromagnetic brake unit 7 is a non-excited operation type brake device that controls the braking and holding of the motor shaft 51 using the attractive force generated by energizing the coil 72 f (see FIG. 3). A spline shaft 71 having a substantially cylindrical shape having an axis O, an electromagnetic brake portion 72 meshed with the outer peripheral surface of the spline shaft 71, and an electromagnetic brake case 73 that houses the electromagnetic brake portion 72. And mainly. The detailed configuration of the electromagnetic brake unit 7 will be described later with reference to FIG.

As shown in FIG. 2, the spline shaft 71 is pivotally supported on the electromagnetic brake case 73 via a brake bearing B7. Further, the outer peripheral surface on one end side (the right side in FIG. 2) of both ends of the spline shaft 71 in the direction along the axis O of the spline shaft 71 is formed in a rectangular parallelepiped shape and its longitudinal direction (the left-right direction in FIG. 2) is defined. A fitting convex portion 71a disposed along the axis O is formed. In addition, the fitting convex part 71a is comprised as a key fitted in the recessed part formed in the input shaft 81 of the reduction gear 8 mentioned later .

  Further, a fitting hole 71b having the same axis O as the spline shaft 71 is recessed on the other end side, and the inner peripheral surface of the fitting hole 71b is formed in a rectangular cross-section and is formed on the axis O. A fitting recess 71c extending along the recess is provided.

  Further, the cross-sectional shapes of the motor shaft 51 and the fitting convex portion 51a in the virtual plane orthogonal to the axis O, and the cross-sectional shapes of the fitting hole 71b and the fitting concave portion 71c in the virtual plane orthogonal to the axis O are: It is configured in a shape corresponding to the clearance fit. That is, the motor shaft 51 can be fitted into the fitting hole 71b and the fitting convex portion 51a can be fitted into the fitting concave portion 71c.

  Further, the cross-sectional shape of the spline shaft 71 and the fitting convex portion 71a formed on the opposite side (the right side in FIG. 2) of the fitting hole 71b and the cross-sectional shape of the input shaft 81 of the speed reducer 8 described later correspond to the clearance fitting. The spline shaft 71 and the fitting convex portion 71 a can be fitted into the input shaft 81.

Further, a sectional shape of the motor shaft 51 and the fitting convex portion 51a in a virtual plane perpendicular to the axis O, the cross-sectional shape of the spline shaft 71, the fitting convex portion 71a in a virtual plane perpendicular to the axis O are Are configured in the same cross-sectional shape.

  As described above, the electromagnetic brake unit 7 fits the shaft end (right end in FIG. 2) of the motor shaft 51 of the motor 5 into the fitting hole 71b, and at the other end side (right side in FIG. 2) of the spline shaft 71. The shaft end of the spline shaft 71 is connected to the input shaft 81 of the speed reducer by fitting the shaft end into the fitting hole 81b of the speed reducer 8. Since the cross-sectional shape is the same as the cross-sectional shape at the shaft end of the motor shaft 51 of the motor 5, the shaft end of the motor shaft 51 of the motor 5 can be fitted in the fitting hole 81 b of the speed reducer 8. it can. That is, the servo motor unit 110 can be configured by directly connecting the motor shaft 51 of the motor 5 and the input shaft 81 of the speed reducer 8 without interposing the spline shaft 71 of the electromagnetic brake unit 7.

  In other words, the servo motor unit 110 can be newly configured by adding the electromagnetic brake unit 7 later to the existing servo motor unit 110 in which the motor 5 is directly connected to the speed reducer 8.

  If the servo motor unit 110 is configured by adding the electromagnetic brake unit 7 as described above, the encoder 6 remains connected to the motor 5 (that is, without removing the encoder 6 from the motor 5). Only the electromagnetic brake unit 7 can be removed from the motor 5 for maintenance.

Therefore, even in such a servo motor unit 110, with the development of the electromagnetic brake unit 7, when assembling the servo motor unit 110 than the alignment rotational position (phase) can be eliminated, simplifying the working process Therefore, the work cost can be reduced accordingly.

  As shown in FIG. 2, the electromagnetic brake case 73 includes a main case 73a and a sub case 73b formed in a substantially annular shape. The main case 73a includes a case bottom 73a1 formed in a substantially annular shape having an axis O, and a case cylinder 73a2 formed in a substantially cylindrical shape having the same axis O as the case bottom 73a1. The case bottom 73a1 and the case cylinder 73a2 are integrally formed.

  A plurality (three in the present embodiment) of through holes 73c and one through hole 73d are formed through the case tube portion 73a2 along the axial center O direction (the left-right direction in FIG. 2). The through holes 73c are arranged at intervals of 120 degrees in the circumferential direction around the axis O, and the through holes 73d are arranged at positions spaced 60 degrees from the through holes 73c.

  In addition, a plurality of (three in this embodiment) through holes 73e and one through hole 73f are formed through the sub case 73b along the direction of the axis O (left-right direction in FIG. 2). . The through holes 73e are disposed at intervals of 120 degrees in the circumferential direction around the axis O, and the through holes 73f are disposed at positions spaced 60 degrees from the through holes 73e. Further, the through hole 73f is subjected to counterboring for the height of the head of the bolt B2 so that the entire head of the bolt B2 to be inserted can be accommodated in the sub case 73b.

  Further, the main case 73a and the sub case 73b each have an axis O, and the axes O are matched and combined. In the combined state, the through hole 73c of the main case 73a communicates with the through hole 73e of the sub case 73b, and the through hole 73d of the main case 73a communicates with the through hole 73f of the sub case 73b.

  Moreover, since the diameter of the inner edge of case bottom part 73a1 is set larger than the external shape which combined the spline shaft 71 and the fitting convex part 71a, the spline shaft 71 can be protruded from the main case 73a side. Therefore, when the speed reducer 8 is brought close to the electromagnetic brake unit 7 from the main case 73a side of the electromagnetic brake unit 7 toward the sub case 73b, an input shaft 81 (described later) of the speed reducer 8 is externally fitted to the spline shaft 71.

  Further, since the diameter of the inner edge of the sub case 73b is set larger than the inner shape of the fitting hole 71b and the fitting recess 71c, the electromagnetic brake unit 7 is directed from the sub case 73b side to the main case 73a side. When the motor 5 is brought close to the electromagnetic brake unit 7, the motor shaft 51 of the motor 5 is fitted to the spline shaft 71.

  The speed reducer 8 is a device that amplifies the driving force and braking force transmitted through the electromagnetic brake unit 7 by decelerating and outputs the amplified driving force and braking force. 82, a reduction gear portion 83, and a reduction gear case 84 are mainly provided.

  The input shaft 81 is a member having a substantially cylindrical shape having an axis O. Further, a fitting hole having the same axis O as the input shaft 81 is provided on one end side (left side in the left-right direction in FIG. 2) of both ends of the input shaft 81 in the direction along the axis O (the left-right direction in FIG. 2). A fitting recess 81c is formed in the inner peripheral surface of the fitting hole 81b. The fitting recess 81c is formed in a rectangular cross section and extends along the axis O.

  Further, the cross-sectional shapes of the spline shaft 71 and the fitting convex portion 71a in the virtual plane orthogonal to the axis O, and the cross-sectional shapes of the fitting hole 81b and the fitting concave portion 81c in the virtual plane orthogonal to the axis O are: It is comprised in the substantially same shape corresponding to gap fitting. That is, the spline shaft 71 can be fitted into the fitting hole 81b and the fitting convex portion 71a can be fitted into the fitting concave portion 81c.

  The output shaft 82 is a member configured in a substantially cylindrical shape having an axis O. Further, the outer peripheral surface on one end side (the right side in FIG. 2) of both ends of the output shaft 82 in the direction along the axis O (the right and left direction in FIG. 2) is formed in a rectangular parallelepiped shape and its longitudinal direction (the left and right direction in FIG. ) Is formed along the axis O.

  The diameter of the output shaft 82 is set to a larger dimension value than the diameters of the spline shaft 71 and the motor shaft 51, and has a strength corresponding to the driving force and braking force amplified by the speed reducer 8. .

  The reduction gear unit 83 is interposed between the input shaft 81 and the output shaft 82 and reduces the rotational speed of the output shaft 82 from the rotational speed of the input shaft 81 by a combination of gears. It is a device that amplifies the force and braking force and outputs them from the output shaft 82.

The reducer case 84 is a member that is configured in a substantially cylindrical shape and accommodates the input shaft 81 and the reduction gear portion 83. The reducer case 84 includes a plurality of (three in the present embodiment) screws. and covering the hole 84b, and one engagement hole 84d is made form along the axis O direction (FIG. 2 left and right directions). Incidentally, threaded holes 84b are disposed at 120 degree intervals in the circumferential direction around the axis O, threaded hole 84d is disposed at a position spaced 60 degrees from the threaded hole 84b.

As described above, the motor shaft 51 is fitted to one end side (left side in FIG. 2) of both ends of the spline shaft 71 in the direction along the axis O (left and right direction in FIG. 2), and the other end side (right side in FIG. 2). The input shaft 81 is fitted to the first.

When the motor shaft 51, the spline shaft 71, and the input shaft 81 are fitted to each other, the shaft centers O of the motor shaft 51, the spline shaft 71, and the input shaft 81 coincide with each other. By rotating the motor shaft 51, the spline shaft 71, and the input shaft 81 in the circumferential direction around the center, the through hole 55b of the motor 5, the through holes 73c and 73e of the electromagnetic brake unit 7, and the reduction gear 8 are screwed together. The hole 84b can be communicated.

At the same time, it can be communicated through hole 73d of the electromagnetic brake unit 7, and 73f, and a threaded hole 84d of the reduction gear 8.

  As described above, according to the servo motor unit 110 of the first embodiment, one end side (left side in FIG. 2) of the spline shaft 71 of the electromagnetic brake unit 7 is connected to the motor shaft 51 of the motor 5 and the electromagnetic brake unit. 7 is connected to the input shaft 81 of the speed reducer 8 so that when the motor shaft 51 of the motor 5 is rotated, the rotation of the motor shaft 51 is electromagnetic. The signal is input to the input shaft 81 of the speed reducer 8 via the spline shaft 71 of the brake unit 7.

When the rotation to the input shaft 81 of the reduction gear 8 is input, the rotation of the input shaft 81, after being decelerated by the reduction gear unit 83 is transmitted to the output shaft 82, output shaft 82 you rotate. In this case, when the spline shaft 71 is braked by the electromagnetic brake unit 72 of the electromagnetic brake unit 7, the rotation of the motor shaft 51 of the motor 5 is braked, or the motor shaft 51 of the motor 5 is held in a stopped state. .

Further, since the rotor 61 of the encoder 6 is coupled to the motor shaft 51 of the motor 5, the motor shaft 51 of the motor 5 is rotated, with the rotation, the rotor 61 of the encoder 6 you rotate At the same time, the rotation position of the motor shaft 51 of the motor 5 is detected by the detector of the encoder 6 through the rotation of the rotor 61.

  Here, according to the servo motor unit 110 of the first embodiment, as described above, one end side (left side in FIG. 2) of the spline shaft 71 of the electromagnetic brake unit 7 is coupled to the motor shaft 51 of the motor 5 and electromagnetic. The other end side (the right side in FIG. 2) of the spline shaft 71 of the brake unit 7 is connected to the input shaft 81 of the speed reducer 8 (that is, the electromagnetic brake unit 7 is interposed between the motor 5 and the speed reducer 8). In addition, since the rotor 61 of the encoder 6 is connected to the motor shaft 51 of the motor 5 on the side opposite to the electromagnetic brake unit 7, transmission of drive torque from the motor 5 to the speed reducer 8 is transmitted to the electromagnetic brake unit 7. All of the spline shafts 71 can be shared, and the rotor 61 of the encoder 6 need not be shared. Therefore, since the diameter of the rotor 61 of the encoder 6 can be reduced, the product cost can be reduced accordingly.

  Further, according to the servo motor unit 110 of the first embodiment, since the encoder 6 is connected to the motor 5 on the side opposite to the electromagnetic brake unit 7, the encoder 6 remains connected to the motor 5. Only the electromagnetic brake unit 7 can be removed from the motor 5 for maintenance.

  Therefore, when assembling the servo motor unit 110 after maintenance of the electromagnetic brake unit 7, it is not necessary to re-adjust the rotational position (phase) of the encoder 6 with respect to the motor 5, thus simplifying the work process until return. Therefore, the work cost can be reduced accordingly.

  Since the spline shaft 71 is pivotally supported by the electromagnetic brake case 73 via the brake bearing B7, the rotation shaft can be stabilized and rotated. Therefore, the rotation axis of the rotor 72a fitted to the spline shaft 71 is stabilized, and the gap (clearance) between the armature 72e of the lining 72b and the attachment flange 72c attached to both side surfaces of the rotor 72a is stabilized. Therefore, drag of the electromagnetic brake unit 72 can be reduced and the braking force of the electromagnetic brake unit 72 can be stabilized.

  As described above, since the electromagnetic brake portion 72 is accommodated in the electromagnetic brake case 73 and the encoder 6 is accommodated in the motor case 55, the abrasion powder of the lining 72b is prevented from entering the motor 5 and the encoder 6. be able to. Therefore, since the durability of the motor 5 and the encoder 6 is improved, the durability of the servo motor unit 110 can be improved.

A through hole 55b of the motor 5, the through hole 73c of the electromagnetic brake unit 7, in communication with the 73e, and a threaded hole 84b of the reduction gear 8, at the same time, the through-hole 73d of the electromagnetic brake unit 7, and 73f, speed reducer 8 it is possible to communicate with the threaded hole 84d of the.

That is, the bolts B1 through holes 55b, 73c, the motor 5 is screwed to the threaded hole 84b is inserted into 73e, through bolts B2 at the same time it is possible to conclude the electromagnetic brake unit 7 to the reducer 8 holes 73f may enter into the electromagnetic brake unit 7 is screwed into threaded hole 84d by inserting the 73d to the reducer 8.

  Therefore, when removing the motor 5, it is possible to remove only the motor 5 with the electromagnetic brake unit 7 fixed to the speed reducer 8 by removing all the bolts B1. As a result, when the motor 5 is removed, the electromagnetic brake unit 7 can be prevented from being detached from the speed reducer 8, and workability can be improved. In addition, the operator's safety in the replacement work of the electromagnetic brake unit 7 can be ensured.

  Next, a detailed configuration of the electromagnetic brake unit 7 will be described with reference to FIG. FIG. 3 is a cross-sectional view of the electromagnetic brake unit 7. In order to facilitate understanding, the regulation bolt B72 and the torque spring 72g show side surfaces, and the hatching of the brake bearing B7 is omitted.

  As described above, the electromagnetic brake unit 7 is a non-excitation operation type brake device that controls the braking and holding of the motor shaft 51 using the attractive force generated by energizing the circlip groove 71f. A spline shaft 71 having a substantially cylindrical shape having O, an electromagnetic brake portion 72 meshed with the outer peripheral surface of the spline shaft 71, and an electromagnetic brake case 73 that accommodates the electromagnetic brake portion 72 are mainly provided. ing.

  As shown in FIG. 3, the spline shaft 71 is pivotally supported by the electromagnetic brake case 73 via a brake bearing B7. Further, the outer peripheral surface on one end side (the right side in FIG. 3) of both ends of the spline shaft 71 in the direction along the axis O of the spline shaft 71 is formed in a rectangular parallelepiped shape and its longitudinal direction (the left-right direction in FIG. 3) is defined. A fitting convex portion 71a disposed along the axis O is formed.

  Further, a fitting hole 71b having the same axis O as the spline shaft 71 is recessed on the other end side, and the inner peripheral surface of the fitting hole 71b is formed in a rectangular cross-section and is formed on the axis O. A fitting recess 71c extending along the recess is provided.

  In addition, a spline 71d is formed in a portion on the radially outer side (upward and downward direction in FIG. 3) of the fitting hole 71b of the spline shaft 71. The part on the radially outer side of the fitting hole 71b is a part that needs to be thick in order to maintain the shape of the fitting hole 71b and the fitting recess 71c, and is the part where the outer diameter of the spline shaft 71 is maximized. . Therefore, when the rotational force transmitted to the spline shaft 71 is the same, the force applied to the spline 72a1 and the spline 71d can be reduced as compared with the case where the spline 71d is formed in a portion having a small outer diameter.

  Therefore, the dimension of the spline 71d and the spline 72a1 in the axial center O direction (left and right direction in FIG. 3) can be set small. As a result, it is possible to reduce the thickness of the electromagnetic brake unit 7 by reducing the plate thickness (dimension value in the left-right direction in FIG. 3) of the rotor 72a configured in a disk shape.

  Since the spline 71d is formed at the portion where the outer diameter of the spline shaft 71 is the maximum, the spline 71d is formed at a portion where the outer diameter is small when the assembly gap between the spline 71d and the spline 72a1 of the rotor 72a is the same. As compared with the above, it is possible to reduce the backlash in the circumferential direction around the axis O due to the assembly gap between the spline 71d and the spline 72a1 of the rotor 72a. Therefore, the control accuracy of the spline shaft 71 can be improved, and the control accuracy of the electromagnetic brake unit 7 is improved. As a result, the control accuracy of the automatic guided vehicle 100 can be improved.

  As shown in FIG. 3, a bearing contact surface 71 e configured as an annular flat surface having an axis O at a portion of the spline shaft 71 between the fitting convex portion 71 a and the fitting hole 71 b. A circlip groove 71f is formed in the outer periphery of the spline shaft 71 so as to be continuously recessed once.

  The bearing contact surface 71e faces the fitting convex portion 71a side (the right side in FIG. 3), and the outer diameter of the bearing contact surface 71e is larger than the inner diameter of the brake bearing B7. Therefore, the brake bearing B7 is inserted from the fitting convex portion 71a side and comes into contact with the bearing contact surface 71e.

  The circlip groove 71f is disposed on the outer peripheral surface of the spline shaft 71 on the fitting convex portion 71a side (right side in FIG. 3) from the brake bearing B7 that is in contact with the bearing contact surface 71e. Mated. Therefore, the brake bearing B7 is locked by the circlip S1.

  Thus, since the position of the brake bearing B7 is determined by the circlip S1 fitted in the circlip groove 71f and the bearing contact surface 71e, the labor of positioning when assembling the brake bearing B7 to the spline shaft 71 is saved. Thus, the manufacturing cost of the servo motor unit 110 can be reduced.

  Further, since the brake bearing B7 supports the portion of the spline shaft 71 between the fitting convex portion 71a and the fitting hole 71b, the inclination of the spline shaft 71 with respect to the electromagnetic brake case 73 can be reduced. Therefore, the load applied to the brake bearing B7 can be reduced, and the wear of the brake bearing B7 can be reduced. As a result, the replacement time of the brake bearing B7 can be set longer, and the maintenance cost of the automatic guided vehicle 100 can be reduced.

As shown in FIGS. 2 and 3, the electromagnetic brake unit 72 includes a rotor 72a, a lining 72b, a mounting flange 72c, a case 72d, an armature 72e, a coil 72f, a torque spring 72g, and a torque spring adjustment ring 72h. And a regulation bolt B72.

  The rotor 72a is configured in a disk shape having an axis O, and a spline 72a1 is formed on the inner edge side. The spline 72a1 meshes with a spline 71d formed on the outer peripheral surface of the spline shaft 71.

As described above, the spline 71d of the spline shaft 71 is formed at a portion on the radially outer side of the fitting hole 71b (upward and downward in FIG. 3). Since the spline 71d is formed at a portion that needs to be thick in order to maintain the shapes of the fitting hole 71b and the fitting recess 71c, the force applied to the spline 72a1 and the spline 71d can be reduced.

  Further, one lining 72b is attached to each side of the rotor 72a in the direction of the axis O (both sides in the left-right direction in FIG. 3). The lining 72b is a member that generates a frictional force by being biased by the mounting flange 72c and the armature 72e.

  The mounting flange 72c is mounted on the case 72d disposed on the fitting convex portion 71a side (right side in FIG. 3) of the rotor 72a and disposed on the opposite side (left side in FIG. 3) of the rotor 72a. Is fixed via a regulating bolt B72 at a position maintaining a predetermined distance.

  A coil 72f and a torque spring 72g are arranged in parallel between the case 72d and the armature 72e. One end of the torque spring 72g is in contact with the armature 72e, and the other end is in contact with a torque spring adjustment ring 72h screwed into the case 72d.

  Therefore, the distance from the armature 72e can be shortened by the torque spring adjusting ring 72h being screwed with respect to the case 72d. Therefore, the elastic force that the torque spring 72g applies to the armature 72e can be adjusted.

  The coil 72f attracts the armature 72e by generating a magnetic force when supplied with current. The attractive force of the coil 72f is set larger than the elastic force that the torque spring 72g gives to the armature 72e.

  Therefore, the armature 72e can be biased to the lining 72b by switching the supply of current to the coil 72f, or can be separated from the lining 72b by being attracted to the coil 72f.

  In the electromagnetic brake unit 72 configured as described above, the armature 72e and the mounting flange 72c are attached to the rotor 72a to which the lining 72b is attached on both sides by the elastic force of the torque spring 72g in a state where no current is supplied to the coil 72f. And pinch with. Therefore, a frictional force is generated between the lining 72b, the mounting flange 72c, and the armature 72e, whereby a braking force or a holding force is applied to the rotor 72a, and the spline shaft 71 meshed with the rotor 72a is braked or held. The

  Then, when the spline shaft 71 is braked or held, when the current flows through the coil 72f and the attractive force of the coil 72f overcomes the elastic force of the torque spring 72g, the armature 72e is attracted to the coil 72f. Therefore, the frictional force between the lining 72b and the mounting flange 72c and the armature 72e disappears, so that the braking force or holding force is removed from the rotor 72a, and the rotation of the spline shaft 71 meshed with the rotor 72a is released. The

  As described above, since the spline shaft 71 is braked or held in a state where no current is supplied to the coil 72f, the automatic guided vehicle 100 can be quickly stopped in an emergency such as a power failure.

  As shown in FIG. 3, the electromagnetic brake case 73 includes a main case 73a and a sub case 73b formed in a substantially annular shape, as described above. The main case 73a includes a case bottom 73a1 formed in a substantially annular shape having an axis O, and a case cylinder 73a2 formed in a substantially cylindrical shape having the same axis O as the case bottom 73a1. The case bottom 73a1 and the case cylinder 73a2 are integrally formed.

  A bearing contact surface 73g having an axis O and configured as an annular flat surface is formed on the inner peripheral surface of the case bottom portion 73a1, and a serration continuously recessed once around the inner peripheral surface of the case bottom portion 73a1. A clip groove 73h is formed.

  The bearing contact surface 73g faces the sub case 73b (left side in FIG. 3), and the inner diameter of the bearing contact surface 73g is smaller than the outer diameter of the brake bearing B7. Therefore, the brake bearing B7 is inserted from the sub case 73b side and comes into contact with the bearing contact surface 73g.

  The circlip groove 73h is disposed on the inner peripheral surface of the case bottom 73a1 on the sub case 73b side (left side in FIG. 3) from the brake bearing B7 that is in contact with the bearing contact surface 73g, and the circlip S2 is fitted into the circlip groove 73h. Combined. Therefore, the brake bearing B7 is locked by the circlip S2.

  In this way, the position of the brake bearing B7 is determined by the circlip S2 fitted in the circlip groove 73h and the bearing contact surface 73g, so that it is possible to save the positioning work when the brake bearing B7 is assembled to the case bottom 73a1. Thus, the manufacturing cost of the servo motor unit 110 can be reduced.

  Here, the abrasion powder generated when the lining 72b is worn will be described. The lining 72b is a rotating body that rotates about the axis O, and wear powder is generated when the lining 72b is sandwiched between the mounting flange 72c and the armature 72e and is worn.

  The wear powder scatters radially outward due to centrifugal force, but the wear powder once scattered in the radial direction is bounced back on the inner peripheral surface of the case cylinder 73a2 and passes through the gap between the mounting flange 72c and the case bottom 73a1. The brake bearing B7 is reached.

  Here, in the first embodiment, a case dustproof wall 73i is provided on the side surface of the case bottom 73a1 on the subcase 73b side (left side in FIG. 3) so as to protrude toward the subcase 73b side. 73i is configured in an annular shape centering on the axis O when viewed from the front (viewed from the left side to the right side in FIG. 3).

  Therefore, the amount of wear powder reaching the brake bearing B7 can be reduced by narrowing the gap between the mounting flange 72c and the case bottom 73a1 and narrowing the wear powder entry path of the lining 72b. Therefore, wear of the brake bearing B7 can be reduced. As a result, the replacement time of the brake bearing B7 can be set longer, and the maintenance cost of the automatic guided vehicle 100 can be reduced.

  Since the bearing contact surface 73g faces the sub case 73b side (left side in FIG. 3), when the spline shaft 71 incorporating the brake bearing B7 is inserted from the sub case 73b side (left side in FIG. 3), the brake The bearing B7 is brought into contact with the bearing contact surface 73g, and the bearing contact surface 71e receives the reaction force of the bearing contact surface 73g.

  For example, when the circlip is configured to receive the reaction force of the bearing contact surface 73g, the circlip is configured to be fitted to the spline shaft 71, so that the rigidity is lower than that of the bearing contact surface 73g. There arises a problem that the circlip and the groove into which the circlip is fitted are deformed.

  Here, in the first embodiment, since the bearing contact surface 71e integrated with the spline shaft 71 receives the reaction force of the bearing contact surface 73g, deformation of the spline shaft 71 can be prevented.

  Next, a second embodiment will be described with reference to FIG. FIG. 4 is an exploded cross-sectional view showing a cross-section of the motor unit 204 in the second embodiment in an exploded state, and corresponds to the exploded cross-sectional view of the motor unit 4 in FIG.

  In the first embodiment (see FIG. 2), the motor 5 is separated from the speed reducer 8, but in the second embodiment, the motor 205 is slidably connected without being separated from the speed reducer 208. Has been. In addition, the same code | symbol is attached | subjected to the part same as said each embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 4, the motor unit 204 applies the driving force and the braking force generated by the current supplied from the driving driver 3 to the driving wheels 130 of the automatic guided vehicle 100 as in the first embodiment. The apparatus mainly includes a motor 205 that generates driving force and braking force, and a speed reducer 208 that decelerates and amplifies driving force and braking force transmitted from the motor 205.

  The motor 205 includes a motor case 255, and a pair of guides 256 protrude from the outer peripheral surface of the motor case 255. In the guide 256, a through hole 256a is formed penetrating along the axial center O direction (the left-right direction in FIG. 4).

  The speed reducer 208 includes a slide shaft 285 that is formed in a substantially cylindrical shape and is erected along the direction of the axis O (the left-right direction in FIG. 4). The slide shaft 285 is slidably fitted with a through hole 256a formed through the guide 256 of the motor 205 described above.

  Moreover, since the lining 72b (refer FIG. 3) mentioned above wears out, the electromagnetic brake unit 7 needs to be removed from the reduction gear 208 for maintenance. For example, when the motor 5 is separated from the speed reducer 8 when all the bolts B1 are removed, the motor 5 needs to be separated from the speed reducer 8 in order to remove the electromagnetic brake unit 7. In that case, the operator had to lift the motor 5, and there was a problem that it took a lot of work.

  Here, in the second embodiment, since the guide 256 and the slide shaft 285 are slidably fitted, the motor 205 is separated from the speed reducer 208 even if all the bolts B1 are removed from the motor 205. Can be prevented. Therefore, the motor 205 can be prevented from falling off the speed reducer 208 and the bolt B1 can be removed safely.

  Further, since the motor 205 is supported by the slide shaft 285 and can be moved in the direction away from the speed reducer 208 (the left direction in FIG. 4), the bolt B2 fixing the electromagnetic brake unit 7 to the speed reducer 208. And the electromagnetic brake unit 7 can be separated from the speed reducer 208. Then, after maintaining the separated reduction gear 208, the electromagnetic brake unit 7 can be assembled by a procedure reverse to the procedure of removing the reduction gear 208.

  As described above, since the operator can finish the replacement work of the electromagnetic brake unit 7 without lifting the motor 205, maintenance work can be saved and maintenance costs can be reduced.

  In addition, since the operator does not lift the motor 205, the operator is released from the danger of dropping the motor 205, and the safety of the operator in the replacement work of the electromagnetic brake unit 7 is ensured. You can also.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, the numerical values (for example, the number and size of each component) given in the above embodiments are merely examples, and other numerical values can naturally be adopted.

  The “same cross-sectional shape” described in claim 2 is not limited to the same cross-sectional shape, but the motor shaft 51 is non-rotatably fitted in the fitting recess 71 c of the spline shaft 71. In other words, it means that the rotation of the motor shaft 51 is transmitted to the spline shaft 71, and is not limited to simply having the same cross-sectional shape.

For example, the inner cross section of the fitting recess 71c may be configured to have a rectangular cross section, and the outer cross section of the motor shaft 51 may be configured to have a triangular cross section. In this case, the motor shaft 51 into the fitting recess 71c in the fitted in the motor shaft 51 in engagement recesses 71c fitted is Rukoto is engaged. Therefore, the rotational force of the motor shaft 51 is transmitted to the spline shaft 71.

Similarly, the cross section of the inner shape of the fitting recess 81c of the input shaft 81 may be configured to have a quadrangular cross section, and the outer cross section of the spline shaft 71 may be configured to have a triangular cross section. In this case, the spline shaft 71 into the fitting recess 81c in the fitted in the motor shaft 51 in engagement recesses 71c fitted is Rukoto is locked. Therefore, the rotational force of the spline shaft 71 is transmitted to the input shaft 81.

  That is, “the same cross-sectional shape” described in claim 2 means that the outer peripheral surface of the shaft portion (motor shaft 51, spline shaft 71) is locked to the inner peripheral surface of the concave portion (fitting concave portion 71c, fitting concave portion 81c). Thus, the cross-sectional shape for rotating the concave portions (the fitting concave portion 71c and the fitting concave portion 81c) and the shaft portions (the motor shaft 51 and the spline shaft 71) together is shown.

  In the above-described embodiment, the automatic guided vehicle 100 has been described as an application target of the transport vehicle of the present invention. However, the present invention is not limited to the unmanned transport vehicle, and it is naturally possible to apply the present invention to a manned transport vehicle. is there. Further, in the above-described embodiment, the case where the vehicle is guided by the derivative laid on the road surface G is described. However, the present invention is not necessarily limited to this. For example, an operator outside the vehicle wirelessly or wiredly uses a servo motor unit. 110 and the driving state of the steering device may be controlled so that the automatic guided vehicle 100 travels.

It is the schematic which looked at the automatic guided vehicle in 1st Embodiment of this invention from the upper surface. It is an exploded sectional view showing the section in the decomposition state of a motor unit. It is sectional drawing of an electromagnetic brake unit. It is the exploded sectional view showing the section in the decomposition state of the motor unit in a 2nd embodiment.

100 Automated guided vehicle
110 Servo motor unit (drive unit)
130 Drive wheel
5,205 Motor 51 Motor shaft (drive shaft)
55, 255 Motor case
55b through hole (motor through hole)
256 guide 55c Case inner wall (partition member)
6 Encoder (Rotation position detector)
61 Rotor (Rotating shaft)
62 1st detection part (a part of detector)
63 2nd detection part (a part of detector)
7 Electromagnetic brake unit (braking device)
71 Spline shaft (braking shaft)
71b Fitting hole (recess on one end of braking shaft)
71c Fitting recess 72 Electromagnetic brake part (braking part)
73 electromagnetic brake case
73c, 73e through hole (first brake through hole)
73d, 73f through hole (second brake through hole)
8,208 Reducer (Decelerator)
81 Input shaft 81b Fitting hole (recess of input shaft)
81c Fitting recess 82 Output shaft 83 Reduction gear part (reduction part)
84 reducer case
84b screw hole (first reducer screw hole)
84d screw hole (second reducer screw hole)
285 slide shaft
B1 bolt (first bolt)
B2 bolt (second bolt)

Claims (4)

In a transport vehicle equipped with a drive unit for driving wheels,
The drive unit is
A motor having a drive shaft;
A rotational position detection device having a rotational axis and a detector for detecting the rotational position of the rotational axis;
A reduction gear having an input shaft, an output shaft, and a speed reduction portion that reduces the rotation of the input shaft and transmits the rotation to the output shaft;
A braking device having a braking shaft and a braking portion that brakes rotation of the braking shaft,
One end side of the braking shaft of the braking device is connected to the drive shaft of the motor, the other end side of the braking shaft of the braking device is connected to the input shaft of the reduction device, and the rotating shaft of the rotational position detecting device is It is connected to the drive shaft of the motor on the opposite side to the braking device ,
The motor includes a motor case that supports the drive shaft,
The speed reduction device includes a speed reducer case that houses the speed reduction portion,
The braking device includes an electromagnetic brake case that houses the braking portion,
The motor case includes a motor through hole that is formed through the motor case and through which the first bolt is inserted.
The electromagnetic brake case includes a first brake through hole and a second brake through hole formed through the electromagnetic brake case,
The first brake through hole communicates with the motor through hole;
The joint surface between the electromagnetic brake case and the motor case has a height of the bolt head so that the entire head of the second bolt inserted through the second brake through hole can be accommodated in the electromagnetic brake case. The counterbore processing of the minute is given,
The reduction gear case includes a first reduction gear screwing hole and a second reduction gear screwing hole formed in the reduction gear case,
The first reduction gear screwing hole communicates with the first brake through hole, the second reduction gear screwing hole communicates with the second brake through hole,
While the first bolt is inserted into the motor through hole and the first brake through hole and screwed into the first reduction gear screwing hole, the motor and the braking device are fastened to the reduction device, A transport vehicle characterized in that a second bolt is inserted into the second brake through hole and screwed into the second reduction gear screwing hole to fasten the braking device to the reduction device . In the braking device, the shaft end of the drive shaft of the motor is fitted in the recess on one end side of the braking shaft, and the shaft end on the other end side of the braking shaft is fitted in the recess of the input shaft of the speed reducer. By fitting, the drive shaft of the motor is connected to the input shaft of the speed reducer,
2. The transport vehicle according to claim 1, wherein a cross-sectional shape at a shaft end on the other end side of the braking shaft is configured to be the same as a cross-sectional shape at a shaft end of the drive shaft of the motor.   The drive unit includes a partition member that partitions the internal space of the motor and the internal space of the rotational position detection device in a state where the rotational shaft of the rotational position detection device is coupled to the drive shaft of the motor. The conveyance vehicle according to claim 1 or 2, characterized by these. The motor includes a guide protruding from the outer peripheral surface of the motor case,
The speed reducer includes a slide shaft erected from the speed reducer case,
4. The motor according to claim 1, wherein the motor is connected to the speed reduction device without being separated from the speed reduction device by allowing the slide shaft to slide on the guide. 5. Transport vehicle .

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