JPH0989U - Transfer device driven by linear motor - Google Patents

Abstract

(57) Abstract: In a carrier device using a carrier train driven by a linear motor, it is possible to easily detect a reduction in a gap between a linear motor body and a secondary conductor due to wear of a wheel of the train. To be able to. SOLUTION: A guide rail 2A serves both as a rolling traveling surface of wheels 3a and 4a of a train 1 and as a secondary conductor surface facing a linear motor body 9A mounted on the train 1, and a linear motor body 9A. Is the front and rear wheels 3
a and 4a, the wheel rolling traveling surface of the guide rail 2A is opposed to each other with a gap, and the linear motor main body 9A has front and rear wheels 3 at the front and rear ends thereof.
a, 4a, 3b, 4b, when the gap between each linear motor main body 9A and the wheel rolling traveling surface of the guide rail 2A becomes a certain value or less, the wheel rolling traveling surface is abutted. The linear motor protection roller 23 is axially supported at the height at which it rotates.

Description

[Detailed description of the device]

[0001]

[Technical field to which the invention belongs]

 The present invention relates to a transporting device that uses a transporting train, and is related to a transporting device that is driven by a linear motor, in which a linear motor main body is attached to the train side and a secondary conductor portion is disposed on the traveling route side.

[0002]

[Prior art]

 As a conveying device of this type, as disclosed in JP-A-52-95406 and JP-B-48-2564, a pair of left and right guide rails are also used as the secondary conductors of a linear motor, and both guides are used. It is known that the linear motor body is supported on the upper side of the rail.

What is important in such a linear motor-driven transfer device is to reliably hold a minute gap between each linear motor main body and the upper surface (secondary conductor surface) of the guide rail. In the conventional configuration, by supporting the linear motor main body at an intermediate position between the two wheels that roll on the guide rail and the front and rear wheels, a minute gap between the main body of the linear motor and the upper surface of the guide rail (secondary conductor surface) is achieved. It was configured to hold the void.

[0004]

[Problems to be solved by the device]

 In the conventional configuration as described above, if the front and rear wheels that hold the height of the linear motor body with respect to the guide rail wear and become smaller in diameter, the linear motor body and the guide rail upper surface (secondary conductor surface) The gap between the and will be narrowed, and if it is left as it is, the linear motor body will eventually come into contact with the guide rail, leading to a fatal accident.

Therefore, it is conceivable to use a steel wheel having high abrasion resistance as the wheel, but in order to increase the efficiency of the linear motor, the surface of the secondary conductor (the upper surface of the guide rail) should be Since it must be made of a non-magnetic conductive material such as aluminum, the use of steel wheels can easily damage the surface of the secondary conductor part (upper surface of the guide rail) made of aluminum or the like. The use of steel wheels is not preferable for this, and it is necessary to use wheels that have a low wear resistance and whose peripheral surface is formed of urethane resin or the like. Therefore, the above-mentioned problem actually occurs together with the fact that the gap between the linear motor body and the upper surface of the guide rail (secondary conductor surface) is a minute gap such as several millimeters.

[0006]

[Means for Solving the Problems]

 An object of the present invention is to provide a linear motor driven transport device that can solve the above-mentioned conventional problems, and the means thereof will be referred to by the reference numerals of the embodiments described later. As shown, it consists of a pair of left and right guide rails 2A and 2B and a transport train 1 supported by the guide rails via two front and rear wheels 3a, 4a, 3b and 4b, respectively. Each of the guide rails 2A and 2B has a wheel rolling surface 33 that also serves as a secondary conductor surface of the linear motor. The transport train 1 includes a pair of left and right linear motor bodies 9A and 9B and a roller for protecting the linear motor. A pair of left and right linear motor main bodies 9A, 9B are provided between the front and rear wheels 3a, 4a, 3b, 4b. The linear motor protection rollers 23 and 24, which face the wheel rolling traveling surface 33 of the drail with a gap, respectively, are provided at the front and rear ends of the linear motor main bodies 9A and 9B and the wheels 3a and 4a at the front and rear thereof. When the gap between each of the linear motor bodies 9A, 9B and the wheel rolling traveling surface 33 of the guide rail between the 3b and 4b becomes a certain value or less, the wheel rolling traveling surface 33 is abutted against the wheel rolling traveling surface 33. It is characterized in that it is pivotally supported at a rotating height.

[0007]

[Embodiment of the invention]

 A preferred embodiment of the present invention will be described below with reference to the accompanying drawings. In FIGS. 1 to 4, reference numeral 1 denotes a transportation train, and a pair of left and right guide rails laid along a traveling route. A pair of left and right supporting wheels 3a, 3b and 4a, 4b rolling on 2A, 2B and a pair of supporting wheels 3a, 4a rolling on one guide rail 2A are separately rotatably supported. Positioning guide rollers 7 and 8 axially supported by vertical shafts so as to sandwich the guide rails 2A from the left and right sides at two front and rear positions on the wheel shaft support members 5a and 6a, respectively, and a pair of left and right linear motor bodies 9A. , 9B.

The wheel shaft support members 5a and 6a and the wheel support members 3b and 4b, which roll on the other guide rail 2B, respectively support the respective wheel shaft support members 5b and 6b. A pair of left and right wheel shaft support members 5a, 5b and 6a, 6b are oscillatably supported by vertical support shafts 10a to 11b at a position directly above 4b, and are continuously provided from these wheel shaft support members. The interlocking arms 12a, 12b and 13a, 13b are interlocked with each other via interlocking links 14, 15 in the same direction.

Brackets 16a, 17a and 16b, 17b project from the front and rear ends of the linear motor bodies 9A, 9B, respectively. The front and rear ends of each linear motor body 9A, 9B are respectively connected to the inner ends of the support arms 18a, 19a and 18b, 19b, which are continuously provided, through the brackets 16a, 17a and 16b, 17b. And 20b and 21b are swingably supported.

The brackets 17a and 17b are provided with long holes 22a and 22b which are long in the lengthwise direction of the linear motor bodies 9A and 9B, and the vertical support shafts 21a and 21b pass through the long holes. . Further, the brackets 16a, 17a and 16b, 17b at both ends of the linear motor main body are provided with guide rails 2A, 2B when the gap between the linear motor main bodies 9A, 9B and the guide rails 2A, 2B becomes a certain value or less. A pair of left and right linear motor protection rollers 23 and 24, which come into contact with, are axially supported.

Reference numeral 25 denotes a power feeding rail unit, which is supported on one side surface of a support rail 26 laid between the guide rails 2A and 2B and is supported by the wheel shaft support members 5a and 6a of the transport train 1. When the current collecting unit 27 is in sliding contact, power supply to the linear motor bodies 9A, 9B and the like and control signals between the main controller on the ground side and the sub controller on the side of the transportation train 1 are exchanged.

A cover plate 28 having a gate-shaped cross section that covers the pair of left and right guide rails 2 A and 2 B and the power supply rail unit 25 is attached to the support rail 26, and each of the support wheels 3 a to 4 b in the transport train 1 is attached. Are configured to pass inside the cover plate 28. Therefore, as shown in FIG. 2, the wheel shaft supporting members 5a to 6b extend outwardly and upwardly through the lower sides of both sides of the cover plate 28, and are perpendicular to the transport train 1 above the outer side of the cover plate 28. It is pivotally attached by the support shafts 10a to 11b.

As shown in FIG. 5, the guide rails 2A and 2B have a strip-shaped iron plate 30 fixed to one side surface of a square steel tube 29 as a strength member, and the strip-shaped iron plate 30 is covered with a non-magnetic coating material 31 such as aluminum. The non-magnetic coating material 31 and the strip-shaped iron plate 30 form a secondary conductor portion 32 for a linear motor. Therefore, the surface of the non-magnetic coating material 31 is the wheel rolling surface 33 which also serves as the secondary conductor surface for the linear motor.

The guide rails 2A and 2B are not limited to those shown in FIG. For example, H-shaped steel or the like can be used instead of the square steel tube 29, and as shown in FIG. 6, a strip-shaped iron plate 36 is provided along the wheel rolling traveling surface 35 in a box-shaped guide rail main body 34 made of aluminum. By being internally provided, the secondary conductor portion 37 for the linear motor can be configured, and the wheel rolling surface 35 can also serve as the secondary conductor surface for the linear motor.

In the linear motor-driven transfer apparatus configured as described above, a pair of left and right guide rails 2A and 2B are separated from each other by a minute gap between the wheel rolling surfaces (secondary conductor surfaces for linear motor) 33 and 35. The pair of left and right linear motor main bodies 9A and 9B facing each other are energized to be excited, and thus known by the magnetic action between the linear motor main bodies 9A and 9B and the secondary conductor portions 32 and 37 of the guide rails 2A and 2B. As described above, a thrust force in a predetermined direction is generated in the transport train 1, and the transport train 1 can be self-propelled along both guide rails 2A and 2B.

As shown in FIG. 4, when the transportation train 1 travels on a horizontal curved path portion, the supporting wheels 3 a and 4 a rolling on the guide rail 2 A on one side are moved by the positioning guide rollers 7 and 8. Since the wheel shaft support members 5a and 6a swing around the vertical support shafts 10a and 11a according to the bending of the guide rail 1A, they are automatically steered in the bending direction of the guide rail 2A. The steering movement of the wheel shaft supporting members 5a and 6a is transmitted to the wheel shaft supporting members 5b and 6b on the opposite side via the interlocking arms 12a to 13b and the interlocking links 14 and 15, and the wheel shaft supporting members 5b and 6b are transmitted. Since 6b also swings in the same direction around the vertical support shafts 10b and 11b, the supporting wheels 3b and 4b pivotally supported by the wheel support members 5b and 6b also move in the bending direction of the guide rail 2B. Steered automatically. Therefore, the transport train 1 can smoothly travel on the horizontal curve route portion.

On the other hand, as described above, when the transport train 1 travels on the horizontal curved path portion as described above, as shown in FIG. 4, the wheel shaft that automatically performs the steering motion in the bending direction of the guide rails 2A and 2B. The movements of the support members 5a, 6a and 5b, 6b are transmitted to the linear motor main bodies 9A, 9B via the support arms 18a-19b and the vertical support shafts 20a-21b, so that both linear motor main bodies 9A, 9B are guided by the guide rails 2A, 9A. The linear motors 9A and 9B are prevented from coming off from the positions right above the guide rails 2A and 2B by automatically moving laterally in the direction of expansion of the 2B (direction away from the center of bending). Therefore, even in the horizontal curve path portion, the transport train 1 can be reliably propelled without lowering the efficiency of both linear motors.

The automatic steering mechanism for the supporting wheels 3a to 4b in the above embodiment and the mechanism for automatically moving the linear motor bodies 9A and 9B laterally in association with the steering movements of the wheels 3a to 4b. Is not essential to the present invention, and can be incorporated as an embodiment if necessary.

Further, as shown in FIG. 7, the power supply rail unit 25 can be attached to the side surface of one guide rail 2A. In this case, T-shaped support members 38 for supporting the cover plate 28 may be provided upright between the guide rails 2A and 2B at appropriate intervals. Of course, the cover plate 28 is not essential to the present invention, and can be omitted if unnecessary. The guide rails 2A and 2B shown in FIG. 7 are provided for a linear motor by installing a strip-shaped iron plate 41 along a wheel rolling traveling surface 40 in a grooved guide rail main body 39 made of aluminum. The secondary conductor portion 42 is configured so that the wheel rolling surface 40 also serves as the secondary conductor surface for the linear motor.

[0020]

[Actions and effects of the invention]

 As described above, according to the linear motor-driven transport device of the present invention, the wheels of the transport trains on the front and rear sides of the pair of left and right linear motor bodies roll each linear motor body and the guide rails below it. The gap between the running surface (secondary conductor surface) is maintained at a specified value, and as the wheel wears, the linear motor body descends with respect to the guide rail, and the gap between the two narrows. When the air gap falls below a certain value, the linear motor protection rollers in front of and behind the linear motor body come into contact with the upper surface of the guide rail and start to rotate.

That is, it is considered that the gap between the linear motor body and the wheel rolling surface (secondary conductor surface) of the guide rail below the linear motor body is narrowed to a certain value or less due to wear of the wheel of the transportation train. It can be easily detected by the rotation of the protective rollers around the main body of the linear motor.

Therefore, when the protection roller starts to rotate, the wheel of the transportation train is replaced with a new one having a predetermined diameter, or a means for adjusting the support height of the linear motor body upward is taken, It is fatal that the linear motor body contacts the guide rail and is damaged by returning the gap between the linear motor body and the wheel rolling surface (secondary conductor surface) of the guide rail below it to the initial value. Accidents can be avoided.

In other words, according to the configuration of the present invention, the wear of the wheel of the transportation train causes the gap between the linear motor body and the wheel rolling surface (secondary conductor surface) of the guide rail below the linear motor body. The fact that the air gap has narrowed below a certain value can be detected very easily and easily, and necessary measures can be taken promptly based on this detection. The moving running surface (secondary conductor surface) is made of non-magnetic conductive material such as aluminum to improve the efficiency of the linear motor, and it also has a low wear resistance as a wheel for transport trains, but the non-magnetic conductive material It is possible to use a wheel with a synthetic resin peripheral surface, which is less likely to damage the wheel rolling surface (secondary conductor surface) of the guide rail made of material.

[Brief description of drawings]

FIG. 1 is a vertical sectional side view, FIG. 2 is a vertical sectional front view, FIG. 3 is a cross sectional plan view, FIG. 4 is a horizontal sectional plan view showing a traveling state on a horizontal curve route portion, and FIGS. FIG. 7 is a vertical sectional view showing the structure of the guide rail, and FIG. 7 is a vertical sectional front view showing another embodiment. 1 Transport Train 2A, 2B Guide Rails 3a-4b Support Wheels 5a-6b Wheel Shaft Support Members 7, 8 Positioning Guide Rollers 9A, 9B Linear Motor Main Body 10a-11b Vertical Support Shafts 12a-13b Interlocking Arms 14, 15 Interlocking Link 23,24 Roller for protecting linear motor 32,37,42 Secondary conductor part of linear motor 33,35,40 Wheel rolling running surface (secondary conductor surface)

Claims (1)

[Utility model registration claims] 1. A pair of left and right guide rails (2A, 2B) and two front and rear wheels (3a, 4a, 3b, 4b) on the guide rails, respectively.
And a pair of left and right guide rails (2A, 2B), each of which has a wheel rolling surface (33) that also serves as the secondary conductor surface of the linear motor. The transport train (1) is a linear motor-driven transport device including a pair of left and right linear motor bodies (9A, 9B) and linear motor protection rollers (23, 24). The main body of the linear motor (9A, 9B) faces the wheel rolling traveling surface (33) of each guide rail between the two front and rear wheels (3a, 4a, 3b, 4b), respectively, and The rollers for protecting the linear motors (23, 24) are arranged between the front and rear ends of each linear motor body (9A, 9B) and the wheels (3a, 4a, 3b, 4b) in front of and behind them.
When the gap between (9A, 9B) and the wheel rolling running surface (33) of the guide rail becomes less than a certain value, the wheel rolling running surface (33) is brought into contact with the wheel so that it rotates. Conveying device driven by a linear motor.