JPS5915856B2 - Forced air flow conveyance equipment for transport vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention reduces the number of components compared to mechanical conveyance equipment, such as belt conveyors and roller conveyors, which require a drive source to propel the transport vehicle over the entire length of the conveyance route. It is not only possible to reduce costs and simplify construction, making it easy to construct the entire equipment at a low cost, but also to realize long-distance transportation rationally and economically due to land conditions. For example,
Forced airflow is generated in pipes built along the space under elevated structures such as railways and roads, or buried underground such as gas pipes and water pipes, and this forced airflow is used as a thrust source. The present invention relates to forced air flow conveyance equipment for a transport vehicle, which is configured to forcibly move the transport vehicle along the inside of a pipe.

In this type of forced air conveyance equipment, especially when the pneumatic pipeline is long, a plurality of carrier vehicles may be inserted into the pneumatic pipeline and run simultaneously.

At this time, an attempt is made to control the running interval between each transport vehicle by adopting a tact start method in which transport vehicles are started one after another at fixed time intervals at the starting point of the pneumatic pipeline. Even in the case of transport vehicles, due to differences in weight, running resistance, drag coefficient, etc. of multiple transport vehicles, the spacing between the transport vehicles may change compared to the interval at the start, and the pneumatic pipe may become abnormally short or widened. Arrival of relay stations, stations, acceleration stations, etc. configured at the end of the road or in the middle 1
- It is inevitable that you will arrive at a certain point.

Therefore, the necessary operations are necessary to safely and reliably send the transport vehicles arriving at the arrival zone to the next transport vehicle work section such as loading and unloading, or to the next pneumatic pipeline at desired time intervals. For control purposes, it is not sufficient to simply control the starting interval on the starting side as described above.

Therefore, in order to keep the arrival pitch of the arrival zone constant,
A method of giving a command (signal) to control the interval to a transport vehicle running in a pneumatic pipeline, and a method of giving commands (signals) to control the interval to the transport vehicle after it has arrived at the arrival zone without any control on the way. There are many ways to absorb this deviation, but the former method requires a number of methods, such as attaching a gap detection device, braking, and acceleration devices to each transport vehicle, or installing these devices on the pneumatic pipeline side. Because it requires incidental equipment, it has the disadvantage of detracting from the features of this type of forced air conveyance equipment as mentioned above.In addition, the latter conventional method The part corresponding to the zone is formed into a gravity road that allows the transport vehicle to move downward due to gravity, and a brake mechanism that applies braking force to the transport vehicle and a stopper mechanism that can stop the transport vehicle are installed on this gravity road to prevent loading. This is a method for controlling the intervals between transport vehicles such as work for transport vehicles, such as unloading, and the next pneumatic pipeline, to a desired interval. Along with this, mechanisms corresponding to these mechanisms are also required on the transport vehicle side.
There are drawbacks to the configuration of the transport vehicle that lead to adverse consequences.

As described above, conventional devices have problems in reliability and practicality due to extremely complicated and large designs and devices, and also have drawbacks such as noise generation due to mechanical contact and impact, and reduced durability.

In addition, in recent years, instead of using mechanical devices that would have disadvantageous effects on the structure of the transport vehicle, recycling gas that does not have mechanical contact with the transport vehicle has been used to transport the transport vehicle at desired intervals. A method of controlling it has been devised.

That is, at the end of the pneumatic pipeline or in the middle thereof, an operation control pipe with a length that can accommodate a plurality of transport vehicles in a row is provided as an opening for releasing forced airflow, in an area in which the forced airflow does not work. A plurality of gas circulation devices are installed in this operation control conduit through the conduit, and are capable of propelling transport vehicles transferred to this conduit in stages, unit by unit. By generating an airflow in the operation control pipe that is separate from the forced airflow in the pneumatic pipe,
By controlling the operation of these multiple circulating gases as appropriate, the movement of transport vehicles entering the traffic control (goods) pipeline, which is the arrival zone, can be controlled by traveling within the pneumatic pipeline to reach the arrival zone. The system was configured to be controlled under completely separate conditions, but in this case, there would be no effect on the arrival pitch at the arrival zone due to differences in the weight of the transport vehicles or differences in running resistance drag coefficients. Even if variations occur, it has the advantage of being able to reliably and safely transport the transport vehicles that have arrived at the arrival zone at almost the desired intervals, but as mentioned above, the weight of each transport vehicle and the travel The drag coefficient varies, and as a result, when the vehicle decelerates due to inertia and comes to a natural stop after leaving the forced air flow area, the vehicle is likely to vary greatly in its position. When stopping the vehicle at a predetermined position due to the convergence effect of the recirculating gas of the recirculation device, the recirculating gas flow cannot be immediately shut off even if the pump of the gas recirculation device is stopped, so the remaining airflow may cause the vehicle to stop. It was inevitable that the location would be longer.

Furthermore, if the transport vehicle is in the form of a train, the gas recirculation system must have multiple stages of intake and discharge ports for the recirculated gas in the pipe line in order to move the transport vehicle when the length of the vehicle configuration changes. First, it is actually impossible to provide a large number of openings in a conduit.

In view of the above-mentioned circumstances, the present invention has been developed to eliminate any variation in the arrival pitch at the arrival zone due to differences in weight, running resistance, drag coefficient, etc. between transport vehicles. Not only can transport vehicles transferred to the arrival zone be transported reliably and safely at the desired intervals for each unit, but also the stopping position of the transport vehicles can be shortened due to the convergence effect, and the conduit for operation control can be made as short as possible. We have developed a forced airflow conveyance system for transport vehicles that can be configured to be as short as possible, and that can reliably and safely move transport vehicles regardless of changes in the length of the train-type transport vehicles. This is what we intend to provide.

That is, the forced air flow type conveyance equipment for a transport vehicle according to the present invention is provided at the end of or in the middle of a pneumatic pipeline through which a forced air flow that provides a propulsion force to a transport vehicle is provided, in an area where the forced air flow does not act, An operation control conduit with a length capable of accommodating a plurality of vehicles in a row is connected through an opening for forced airflow discharge, and this operation control conduit has a length that can accommodate a plurality of vehicles in a row. is the secondary conductor,
In addition, the system is characterized in that the operation control conduit side is used as a primary coil part, and a linear motor that can move the transport vehicle 1 introduced into the conduit is attached.

In other words, according to the present invention, by appropriately controlling the operation of the primary coil section on the side of the operation control conduit, the transport vehicle can be moved into the operation control conduit, which is the arrival zone, and transported to the arrival zone. Since it is possible to move freely under conditions that are completely separate from running in the pneumatic pipeline, it is possible to move freely under conditions that are completely separate from running in the pneumatic pipeline, so there are no problems caused by differences in the weight of the transport vehicles, running resistance in the pneumatic pipeline, differences in drag coefficient, etc. Even if there is any variation in the arrival pitch of multiple transport vehicles into the operation control conduit (arrival zone), the deviation of the transport vehicles can be absorbed and each unit of transport vehicles can be adjusted. It can be carried out reliably and safely to a predetermined location, to a work area for transport vehicles such as ramari loading or allerage loading, or to the next pneumatic pipeline.

Moreover, as mentioned above, there are variations in the weight, running resistance, and drag coefficient of each transport vehicle, so after it escapes from the forced air flow region, it decelerates due to the air cushion action that occurs in the operation control conduit. When the vehicle moves forward and comes to a natural stop, the vehicle, which tends to vary greatly in its position, is stopped at a predetermined position by the convergence effect of the linear meeter. The stopping position of the car can be shortened,
The operation control conduit can be configured to be as short as possible.

Furthermore, since the operation of the primary coil on the conduit side for operation control can be controlled appropriately, transport vehicles can be moved reliably and safely even in train-type transport vehicles, regardless of changes in the length of the vehicle formation. can be done.

Furthermore, it is not necessary to apply unreasonable force to the transport vehicle due to equivalent mechanical contact or impact, which makes the construction of the transport vehicle advantageous, and also has the effect of improving the durability of the transport vehicle. be.

Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

FIG. 1 shows a pneumatic pipe 2 of a forced air conveyance system configured to propel a carrier vehicle 1 along the axis of the pneumatic pipe 2 by forced airflow generated within the pneumatic pipe 2. This is an overall schematic diagram of a single pipe type with one end as a departure zone A and the other end as an arrival zone B. On the departure zone A side, a pipe is provided at a position outside opposite to the departure lower of the pneumatic pipe 2. A transport vehicle transfer device 5 that transfers the transport vehicle 1 that has been transported to a predetermined location by the transport vehicle transfer device 4 into the conduit 2, and a transport vehicle starting machine that starts the transport vehicle 1 at desired time intervals. 1, and the carrier transfer device 5 is composed of a feeder 8 that presses and moves the carrier 1 located on the carrier vehicle transfer device 4 toward the conduit 2 side, and the carrier vehicle The starting mechanism 6 includes a pump P that generates forced airflow, a secondary conductor 10 on the carrier vehicle 1 side, and a primary coil portion 9a on the conduit 2 side.
It is composed of a linear motor 9A capable of braking, stopping, and sequentially feeding the transport vehicle 1 transferred into the pipe line 2 by the transport vehicle transfer device 5, and a primary coil portion 9a of this linear motor 9A. is a part of the pipe line on the downstream side in the direction of movement of the transport vehicle than the gate G which can be opened and closed provided at the transport start end of the pipe line 2, and a part of the pipe line on the downstream side in the direction of movement of the transport vehicle than the gate G. It is composed of a plurality of primary coils a, which are attached to each section at equal intervals in the direction of movement of the transport vehicle.

Therefore, on the arrival zone B side of the terminal end of the pneumatic pipe 2,
It is equipped with an operation control device 11 having a transport vehicle sending function, and this operation control device 11 is configured as follows.

That is, an opening 12 for forced air flow discharge is provided at the end of the pipe line 2.
an operation control conduit 3 having a length capable of accommodating in a row a plurality of transport vehicles 1 that have escaped from the forced airflow system to the outside of the system;
A gate G2 which can be opened and closed is provided at the terminal end of the operation control conduit 3, and the operation control conduit 3 is connected to the secondary The conductor 10 and a portion of the operation control conduit 3 on the upper side in the direction of movement of the transport vehicle than the gate G3 and a part of the operation control conduit 3 on the lower side in the direction of movement of the transport vehicle than the gate G2. It is composed of a primary coil part 9b consisting of a plurality of primary coils b provided in the pipe line 3, and is equipped with a linear motor 9B for controlling, stopping, and sequentially transporting the transport vehicle 1 moved into the conduit 3. ing.

In addition, 13 in the figure is the carrier vehicle outlet 14 of the pneumatic pipe line 2.
This is a transport vehicle transfer device that transports the transport vehicle 1 carried out of the pipeline to a predetermined location such as a rope long or unloading area.

The operation of the forced air conveyance equipment constructed as described above will be explained with reference to FIGS. 2A to 3E and FIG.

■ Regarding the starting action by the transport vehicle transfer device and the transport vehicle starting mechanism 6 in the start zone A.

The carrier vehicle 1, which has been prepared for starting up to the starting lower part by the carrier transfer device 4, is transferred into the pneumatic pipe line 2 by the pressing action of the feeder 8.

At this time, gate G1 is in a closed state.

(Refer to Figure 2) Based on the fact that the carrier vehicle 1 has moved into the pneumatic pipeline 2, the primary coil a1 of the primary coil portion 9a is brought into a state that applies a propulsive force in the forward direction to the carrier vehicle 1. ~a
7, and a primary coil a9 located on the lower side in the direction of transport vehicle movement than gate G1 [numbers are added sequentially from the upper side in the direction of transport vehicle movement.

) is switched ON, and the power of the primary coil a6 immediately before the gate G1 is switched ON to apply a braking force to the transport vehicle 1, and the transport vehicle 1 is moved to the gate G1 and stopped.

At this time, the following carrier vehicle 1 is prepared for departure up to the starting lower part by the carrier vehicle transfer device 4.

(Refer to Figure 2) Based on the fact that the carrier 1 has moved to a predetermined position immediately in front of the gate G1 and stopped, a After switching the primary coil a6 to a state that applies braking force to the carrier vehicle 1, the subsequent carrier vehicle 1 is moved to the secondary coil a6 by the suppressing action of the feeder 8 and the linear motor 9A and is stopped.

(Refer to Figure 3) Based on the fact that the following transport vehicle 1 has moved to the primary coil a6 and stopped, the gate G□
is open, and the primary coil a8 located just before the gate G1 is
When switching to a state in which a forward propulsion force is applied to the preceding transport vehicle 1, the preceding transport vehicle 1 moves past the gate G1 due to the forced airflow action of the linear motor 9A and the constantly operating pump P. do.

(See Figure 3) Based on the fact that the preceding transport vehicle 1 has passed through the gate G1, the gate G1 is closed, and the primary coil a8 located just in front of the gate G1 applies braking force to the transport vehicle 1. When the primary coil a6 located at the front end of the trailing truck 1 is switched to the state where it applies a forward propulsion force to the truck 1, the linear motor 9A moves the trailing truck 1 until just before the gate G1. Move and stop.

(See the exit in Figure 3) Next, the operation control (goods) operation and sending operation by the operation control device 11 up to the arrival zone B will be explained.

If there is no transport vehicle 1 in the service conduit 3, the primary coils b1 to b1□ of the primary coil part 9b and the gate G
Primary coil blO on the lower side in the direction of movement of the transport vehicle than 2 (numerals are added sequentially from the upper side in the direction of movement of the transport vehicle.

] is in a state where it applies a forward propulsion force to the transport vehicle 1, and the primary coil b1o located just before the gate G3 is in a state where the primary coil b1o is
The braking force is applied to each vehicle.

(See the entrance in Figure 3) Under these conditions, the carrier vehicle 1 that escapes from the forced air flow area moves within the operation control conduit 3 due to inertia, and due to its running resistance and the air between the gate G2 and the carrier vehicle. Due to the air cushion effect generated by compressing , the power to the primary coil section 9b of the linear motor 9B is turned on.
Therefore, the transport vehicle 1 is propelled by this linear motor 9B toward the gate G2 at a speed of ■1, moves to a position just in front of the closed gate G2, and stops by braking the primary coil b1□. The action causes it to stop almost at a predetermined position.

(See Figure 3) In this way, the transport vehicle 1 that has entered the operation control conduit 3 is subjected to the convergence action by the linear motor 9B, so the weight, running resistance, drag coefficient, etc. of each transport vehicle are affected. Because of this, after escaping from the forced airflow area, when the vehicle progresses while decelerating due to the air cushion effect generated in the pipe 3 and comes to a natural stop, it is likely that there will be slight variations in the stopping position. Due to the convergence effect, the transport vehicle 1 can be stopped at approximately a predetermined position with little variation, as shown in FIG.

Based on the fact that the carrier 1 has moved to a predetermined position immediately before the gate G2 and stopped, the primary coil b1o on the upper side in the moving direction of the carrier is adjacent to the primary coil btt located at the rear end of the carrier 1. When the state is switched to a state where a braking force is applied to the transport vehicle 1, the transport vehicle 1 that enters after that receives the thrust from the linear motor 9B and is propelled toward the gate G2 side at a speed of vl, as in the case described above. and the preceding transport vehicle 1
It moves close and stops almost at a predetermined position due to the braking and stopping action of the primary coil blO.

(See Figure 3) Based on the fact that the following carrier vehicle 1 has stopped at a predetermined position, the gate G2 is opened, and the primary coil b12 in front of the gate G2 is applied to the carrier vehicle 1 with a forward driving force. Then, the preceding transport vehicle 1 is moved through the gate G2 and transferred to the transport vehicle transfer device 13 side.

(Refer to Figure 3) Based on the fact that the preceding transport vehicle 1 has been transferred to the transport vehicle transfer device 13, the gate G2 is closed, and the primary coil b1 located immediately before the gate G2 is moved.
2 and the primary coil b1 located at the front end of the following transport vehicle 1.
o to apply a braking force to the transport vehicle 1 and to apply a forward propulsion force to the transport vehicle 1, respectively, to propel the subsequent transport vehicle 1 toward the gate G2 side and turn the primary coil b12. It is stopped almost at a predetermined position by braking and stopping action.

(Refer to FIG. 3E and 3) Note that in order to move these subsequent carrier vehicles 1 to the carrier vehicle transfer device 13 side, the same operations as described above may be repeated.

As shown in FIGS. 5 and 6, the transport vehicle 1 has airflow pressure receiving plates 1a, 1a each having a cross-sectional area smaller than the cross-sectional area of the inside of the conduit at the front and rear ends of one baggage storage section. The airflow pressure receiving plates 1a, 1a are provided with a running wheel 1b that slides and rolls on the inner wall of the pipe, respectively, and a collision mitigating device 1c for a transport vehicle, and at the bottom of one person in the baggage storage section, the two Secondary conductor 10
It is configured with the following.

In addition, an example of the operation control effect when a plurality of transport vehicles 1 catch up or approach the operation control conduit 3 in an abnormally close state will be explained based on FIGS. 7A to 7C. do.

When it is detected by the transport vehicle interval detector 15 provided at a predetermined location of the operation control conduit 3 that a plurality of transport vehicles 1 are catching up or approaching each other abnormally, this detection is performed. The primary coil b3 located on the downstream side in the direction of transport vehicle movement than the tool 15 is switched to a state that applies braking force to the transport vehicle 1 immediately after the preceding transport vehicle 1 has passed, and this braking state is switched to the state where the braking force is applied to the transport vehicle 1. The following transport vehicle 1 is held within the time calculated based on the detection result of
or reduce the propulsive force of the transport vehicle 1.

On the other hand, the preceding transport vehicle 1 continues to move toward the gate C2 due to the propulsion effect of the other primary coils.

When the braking holding time of the primary coil b3 reaches a certain value or more, in other words, when the distance between the preceding transport vehicle 1 and the following transport vehicle 1 reaches a predetermined distance or more, the primary coil b3
3 is switched to a state in which a propulsion force in the forward direction is applied to the carrier vehicle 1, and the subsequent carrier vehicle 1 is propelled toward the gate G2.

The operation control of the transport vehicle 1 thereafter is the same as the operation control in normal times described above.

Furthermore, even if there is a following transport vehicle in a catch-up state or abnormally approaching state, braking of the primary coil b3,
They will be separated by the stopping action.

As is clear from this, even if multiple transport vehicles enter the arrival zone (operation control conduit) in an abnormally close state or in a state of catch-up, the linear motor By braking stop and progressive action, the transport vehicle is propelled step by step to the gate G2 side unit by unit and is sent to the transport vehicle transfer device side by receiving a converging action, so that each unit is reliably moved from the preceding transport vehicle. can be sent out.

The length of the primary coil in the coil section and the interval between adjacent primary coils are each set to 1/2 of the total length of the secondary conductor provided on the transport vehicle 1, so that the transport vehicle 1 It is configured to receive full thrust.

In addition, in the above embodiment, a single-tube type forced air conveyance equipment used for relatively short-distance conveyance was explained. It may be applied to forced pneumatic conveyance equipment as shown in FIG. 8, which is configured by providing one or more relay or acceleration stations S in the middle of the pipeline 2. In this case, the relay or acceleration stations S is equipped with the operation control device installed in the arrival zone B, and the operation control device has the same structure and function as the one described above, and all of the constituent members are shown in the drawings as described above. A dash is added to the part number (for example, gate G2'), but the difference is that it extends from the 2 parts of the pneumatic pipe on the upper side in the moving direction of the transport vehicle at station S to the 2 parts between the pneumatic pipes on the lower side. An airflow bypass path 16 is provided to ensure forced airflow in the pneumatic line 2 downstream of station S and transport vehicle movement.

Figure 9 shows the transport vehicle 1 that has escaped from the forced airflow area.
A control method is shown in which the transport vehicle 1 is caused to collide with the transport vehicle collision mitigation devices 1c, 1c provided at the front and rear positions of the transport vehicle 1, and the transport control conduit 3 is sequentially stopped.

In other words, the transport vehicle 1, which is propelled by the linear motor 9B at a substantially constant speed of ■1, continues to move within the operation control conduit 3 due to inertia even after the power of the linear motor 9B is turned off, and due to its running resistance, etc. It progresses while drawing a deceleration curve shown in 2 in the diagram and comes to a natural stop. At this time, when the moving speed of the transport vehicle 1 reaches the allowable collision speed of the collision mitigation device 1C for the transport vehicle, the gate is closed at I. If the power cut timing of the linear motor 9B is set in advance so as to collide with the anti-transportation vehicle collision mitigation device provided on the side or the preceding transportation vehicle, the transportation vehicle 1 that escapes from the forced air flow area will be able to mitigate the collision against the transportation vehicle. While receiving the collision mitigation action of the tool 1c, the tool 1c stops in contact with the gate or the preceding transport vehicle.

Also, when the transport vehicle 1 that has stopped at a predetermined position on the traffic conduit 3 is sequentially transported to the next predetermined position, the speed is increased to a predetermined speed by the linear motor 9B, as in the case described above. Later, when the moving speed of the transport vehicle 1, which moves within the operation control conduit 3 due to inertia and attempts to come to a natural stop, reaches the allowable collision speed of the collision mitigation device for the transport vehicle, the gate side or the preceding transport The timing for turning off the power to the linear motor 9B may be set in advance so that the linear motor 9B collides with a vehicle collision mitigation device provided on the vehicle.

In this way, the transport vehicle propelled by the linear motor is stopped in a state where it contacts the gate or the preceding transport vehicle by utilizing the collision mitigation effect of the collision mitigation device for the transport vehicle.
In the case of adopting the above method, the length of the storage zone of the control conduit 3 on the operating side only needs to be the length of the transport vehicle to be stopped, and the length of the primary coil that constitutes the primary coil part of the linear motor is reduced. There is an advantage that the number of pipes can be reduced and the operation control conduit can be configured to be short.

In addition, as a means for setting the time to turn off the power of the linear motor 9B, the traveling distance of the transport vehicle corresponding to the time from the time when the power of the linear motor 9B is turned off until the collision permissible speed of the collision mitigation device for the transport vehicle is reached is set. Alternatively, a carrier detection device may be provided at a location separated from a predetermined stop position, and the power to the linear motor 9B may be cut off in response to the detection result of this detection device.

In addition, the secondary conductor 10 attached to the lower part (or upper part, side part) of the transport vehicle 1 and the primary coil a provided in the pneumatic pipe 2 part on the starting zone A side or on the operation control pipe 3 side The closer they are provided, the more reliably the acceleration and deceleration effects of the linear motor can be achieved, but on the other hand, the transport vehicle 1 may run on a curved part or a gravity part in the middle of the pneumatic pipe 2. In this case, the secondary conductor 10 is connected to the conduit 2
Since there is a possibility that the secondary conductor 10 may come into contact with the inner wall, the following structure may be used to prevent the secondary conductor 10 from coming into contact with the inner wall.

■ As shown in FIG. 10 or FIG. When running, the secondary conductor 1
A secondary conductor ejection/retraction mechanism 17 is provided for retiring the conductor 0 toward the pipe axis and protruding toward the inner wall of the pipe when traveling in the operation control pipe 3.

■ When the pneumatic pipeline 2 and the operation control pipeline 3 are constructed of square pipes, as shown in FIG. The primary coil a or b provided on the operation control conduit 3 side is attached so as to protrude from inside the conduit 2 or 3, while the primary coil a or b is installed on the operation control conduit 3 side.

In the above-mentioned embodiment, the operation control conduits 3 and 3' are formed in a pipe shape and are connected to the terminal end of the pneumatic conveyance conduit 2, or in the middle, or both. Conduit 3
, 3' is configured to brake, stop, and sequentially transport the transport vehicles that have been moved into the system by a linear motor. It is also possible to form the transport vehicle into the atmosphere-open operation control conduit 3, 3' and use a linear motor to brake, stop, and sequentially transport the transport vehicle.

In addition, if a gate is not installed to block the conduit 2 as in the starting zone A shown in FIG. It can be smoothly transferred to the starting end portion of the pneumatic conduit 2 without causing any trouble.

In addition, in the above-mentioned embodiment, all transport vehicles that are constructed in the middle of the pneumatic pipe line 2 and move into one or more control zones are placed in the control zone regardless of the magnitude of the deviation in their transport pitches. We have explained a configuration in which an attached linear motor is used to brake, stop, and advance sequentially, but in this case, even if the pitch deviation is such that it does not cause any problems in the running of the transport vehicle or in the noodling, Since the transport vehicle is always stopped once in the control zone, this can lead to an unreasonable reduction in transport efficiency, especially in long-distance transport systems. There is a problem in that the control equipment is operated more than necessary, accelerating their wear and tear and increasing the failure rate of the equipment, making the system as a whole more likely to cause abnormal situations such as accidents and transportation interruptions.

Therefore, as a means to solve the above-mentioned problems, □In each control zone and travel zone, a carrier position detector, a carrier traveling speed detector, a pressure gauge, etc. are provided, and the carrier position and speed obtained from these are provided. The data is transmitted to the central control device via the 9-cal control device, communication control device, communication line, etc., and the control command (travel interval control , transport vehicle operation control in the control zone, control of the number of transport vehicles running in the travel zone, transport vehicle destination control such as branching and merging, etc.) are performed via the communication line and communication control device, for example, control zone activation, Bi-level antibacterial information such as stop is transmitted to any local control device, and this local control is used to perform control at the field level, that is, specific control of the operation and stop of the linear motor attached to each control zone. It would be good to have a centralized control function.

In this case, it is normally assumed that all of these driving zones and control zones are used as a series of driving lines to allow the transport vehicle to travel without stopping unless necessary.
In particular, improving transport efficiency and transport efficiency in the case of long-distance transport,
It is possible to reduce the degree of wear and failure rate due to the reduction in the number of operating vehicles for various control devices, to drastically reduce the occurrence rate of abnormal situations for the entire system, and to reduce costs in terms of maintenance and management. Emergency situations that cause inconveniences in terms of safe driving and handling, such as deviations in conveyance pitch that change due to differences in individual weight, running resistance, drag coefficient, etc., or failures in the handling zone or local equipment. If this occurs, the necessary control functions are activated in the control zones located throughout the line, and the emergency situation can be quickly resolved and safety can be ensured.

14 and 15 respectively show a linear motor 901 attached to a midway portion of the pneumatic pipeline 2, that is, a secondary conductor 10 provided on the transport vehicle 1, and a plurality of primary coils provided in the pipeline 2 section. By cooperating with the primary coil section 9c consisting of C...
Operation that controls multiple transport vehicles 1 that catch up or approach abnormally in the middle of the pipeline 2 due to differences in the weight of individual transport vehicles, running resistance within the pneumatic pipeline 2, differences in drag coefficients, etc. The control method is shown.

First, the operation control method shown in FIGS. 14A to 14E will be explained in detail.

When a plurality of transport vehicles 1... are running at a predetermined interval or more, the power of the primary coil C... of the primary coil portion 9c is set to OFF, and each transport vehicle 1... ... continues to travel as it is, receiving the propulsive force from the forced airflow generated within the pneumatic pipe 2.

(Refer to Figure 14 A) The carrier vehicle spacing detection device installed at a predetermined location in the pneumatic pipeline 2 detects that multiple carrier vehicles 1 are running in a catch-up state or in an abnormally close state. At this time, the primary coil C of the primary coil portion 9c
- are sequentially switched to a state in which a braking force is applied to the transport vehicle 1 immediately after the preceding transport vehicle 1 passes, thereby reducing the propulsive force of the following transport vehicle 1.

On the other hand, the preceding transport vehicle 1 continues to advance due to forced airflow.

(See Figure 14, openings to 2) When the distance between the preceding transport vehicle 1 and the following transport vehicle 1 reaches a predetermined distance or more, the primary coil C... which is in a state of applying braking force to the transport vehicle 1... The power is turned off and the following transport vehicle 1 is caused to travel in a predetermined manner by the propulsion force generated by the forced airflow.

(See FIG. 14E) Next, the operation control method shown in FIGS. 15A to 15E will be described.

When a plurality of transport vehicles 1... are running at a predetermined interval or more, the power to the primary coil C... of the primary coil portion 9C is turned off in the same way as in the control method described above.
, and each transport vehicle 1 continues to travel as it is by receiving the propulsion force from the forced airflow.

(See Figure 15 A) The carrier vehicle interval detection device installed at a predetermined location in the pneumatic pipeline 2 detects that multiple carrier vehicles 1 are running in a catch-up state or in an abnormally close state. At this time, the primary coil C of the primary coil portion 9c
・ is switched to a state that applies a forward propulsion force to the transport vehicle 1, and the preceding transport vehicle 1 is accelerated, while the power to the primary coil C immediately after the preceding transport vehicle 1 passes is sequentially turned off.
F, and the following transport vehicle 1 is driven by the propulsion force of only the forced airflow.

(Refer to Figure 15, openings to 2) When the distance between the preceding transport vehicle 1 and the following transport vehicle 1 reaches a predetermined distance or more, the primary coil C is in a state of applying forward propulsive force to the transport vehicle 1. ... is turned off, and the preceding transport vehicle 1 is caused to travel in a predetermined manner by the propulsion force generated by the forced airflow.

(Refer to Figure 15 E) Furthermore, after the transport vehicle 1 has stopped at a predetermined position in the operation control conduit 3, if direct current is passed through the primary coil at that stop point, only the suction force will act, and the transport vehicle 1 can be reliably held in its stopped position.

This is particularly effective when the conduit is in downward gravity.

In addition, in the present invention, a linear motor is attached with the transport vehicle side as the secondary conductor and the operation control conduit side as the primary coil part, or as necessary, the transport vehicle side as the primary coil part and the operation control conduit side as the primary coil part. The linear motor may also be constructed using the utility pipe side as a secondary conductor.

In addition, throughout the figures, double solid line arrows indicate the moving direction of the transport vehicle, thick solid lines indicate the flow of forced airflow generated in the pneumatic pipeline, and thin lines indicate the thrust of the primary coil. It indicates the direction.

[Brief explanation of the drawing]

The drawings show an embodiment of the forced air flow conveyance equipment for a transport vehicle according to the present invention, FIG. 1 is an overall schematic diagram, and FIGS. Figures 3A to 3A are operation diagrams of the main parts showing the operation control status of the transport vehicle in the arrival zone, Figure 4 is a diagram showing the speed control status of the transport vehicle in the arrival zone, and Figures 5 and 6 are Enlarged side view of the transport vehicle and its VI-VI sectional view, Figures 7 A to /X
8 is an operational diagram of the main parts showing the operation control situation when the transport vehicle arrives at the arrival zone in a catch-up or abnormally close state, FIG. 8 is an overall schematic diagram showing another embodiment, and FIG. 9 is another example. FIGS. 10 to 12 are enlarged longitudinal sectional views showing an improved structure of the installation of the primary coil small part and the secondary conductor, respectively. FIG. 13 is an overall schematic diagram showing another embodiment; FIG. 14;
FIG. 15 is an operational diagram of the main parts showing the operation control situation when the transport vehicle catches up or approaches abnormally in the middle of the pneumatic pipeline. 1... Transport vehicle, 2... Pneumatic pipeline, total.
...Pipeline for traffic control.

Claims (1)

[Claims] 1 A plurality of transport vehicles 1 can be accommodated in a row in the non-action area of the forced air flow at the end or in the middle of the pneumatic pipe line 2 through which the forced air flow that gives propulsion force to the transport vehicle 1 flows. A traffic control conduit 3 of good quality is connected through an opening 12 for forced airflow release, and this traffic control conduit 3 has the transport vehicle 1 side as a secondary conductor, and Forced air flow conveyance equipment for a transport vehicle, which is equipped with a linear motor that can move the transport vehicle 1 that has been moved into the pipe 3, with the control pipe 3 side as the primary coil part.