JPS604092B2 - Speed control method at the end of capsule transport - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a speed control method for decelerating capsules to an appropriate speed near the end of a pipeline for transporting capsules by gas.

In conventional capsule transportation, for example, the first As shown in the figure,
An air outlet 1 that opens to the atmosphere is provided before the end point, and the capsule 2
After the air passes through the air outlet 1, the forward air is compressed, and a method of decelerating and stopping the capsule 2 by the braking action of this compressed air is being explored.

In this case, since various conditions such as the weight of the capsule 2, running resistance, and the degree of air leakage from the pressure receiving plate 3 are not uniform, there is variation in the stopping position, and therefore the braking between the air outlet 1 and the terminal end is uneven. Zone A is made sufficiently long to accommodate the maximum expected speed. For this reason, most capsules stop at a position that cannot reach the end, so the valves 5 and 6 are switched, the auxiliary blower 7 starts the capsule 2 again, and the capsule 2 collides with the end shock absorber 8 at low speed to correct its orientation. It is done that it is stopped. In this method, since the capsule is restarted after being stopped once, the handling time of the capsule at this end becomes long, which reduces efficiency.Furthermore, if the capsule weight is large, the shock absorber 8 after the restart Due to the variation in the distance to the shock absorber 8, a problem arises in that it becomes difficult to control the speed of collision with the shock absorber 8 itself. Alternatively, instead of providing the auxiliary blower 7, a large shock absorber 9 that can withstand a considerable high speed is provided at the end point as shown in Figure 2, and the blower is directly collided with the shock absorber 9 by simply decelerating and not stopping the blower. However, in this method, in order to ensure that all types of capsules collide with the shock absorber 9, the control zone is set short assuming the case where the stopping distance is the shortest. In this case, the shock absorber 9 collides with the shock absorber 9 at a considerably high speed, and the shock absorber 9 needs to be large and have a large capacity, making it expensive.

The object of the present invention is to provide a speed control method that does not have the above-mentioned conventional drawbacks, can smoothly and reliably decelerate a capsule to an appropriate speed at the end of a pipeline, and can achieve this at low cost. It is something to do.

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 3 schematically shows the vicinity of the end of the pipeline in the capsule transport system, and the capsule 2 travels to the right in the figure in the pipeline 10 under air pressure from a blower (not shown) for transporting the capsule.

Connecting devices 11 are provided before and after the capsule 2. At the end of this pipeline 10, a loading device 12 for loading cargo into the capsule 2 and a transfer device 13 for moving the capsule 2 forward by a chain drive are provided, and the capsule 2 is sent forward while being loaded. It looks like this. In addition, at the front of the transfer device 13,
There is a disconnection device (not shown), and a line switching device 14 is installed in front of the counterfeiting device 12 and other parts.
The suction blower 14a receives the capsule 2 into the launch tube 14b, rotates the launch tube 14b, and separates the pipeline 1.
5, and then the capsule is launched into this separate pipeline 15 by a launch blower 16. In this way, the capsule 2 that has arrived at the terminal end collides with the capsule 2c at the terminal end and is connected to it by the coupling device 11, and is then transferred forward while being loaded by the transfer device 13, and is then transported forward while being loaded by the transfer device 13. The capsule from which the coupling device 11 has been released by the coupling release device is absorbed into the launch tube 14b by the suction blower 14a, then switched to another pipeline 15 by the line switching device 14, and transferred to this other pipeline 15 by the launch blower 16. It is then transported to another destination. A portion near the end of the pipeline 10, that is, a portion in front of the loading device 12 is defined as a control zone B, and a first air discharge port 18 having a fixed throttling resistance is provided at the entrance of this braking zone B. It is being

That is, the braking zone B is between the first air outlet 18 and the end of the pipeline. Further, in the vicinity of the exit of the braking zone B, there are a plurality of branch pipes 21... (one in the figure) and a branch pipe at an interval of approximately 1 the length of the capsule 2 in the longitudinal direction of the braking zone B. 22 are communicated with each other, and a second air outlet 20 equipped with a throttle valve 19 is connected to the branch pipes 21 and 22, and the "branch pipe 2
An on-off valve 23 is provided in each of the plurality of branch pipes 21 on the front side except for 2. In addition, the branch pipe 21
..., 22 and the pipeline 10 may be connected directly as shown in FIG. 4, but in this embodiment,
They are connected via a plurality of exhaust chambers 21a and 22a, each having a length 12 approximately equivalent to the length of the pressure receiving plates 3, 3 of the capsule. These exhaust chambers 21a..., 22a are
If the branch pipe is directly connected to the pipeline 10, the capsule 2 will block the inlet of the branch pipe (21 in Fig. 4) while passing the branch pipe as shown in Fig. 4, so this should be avoided. It is designed so that it can be evacuated at all times. Further, within the range of the braking zone B, detectors 24 that detect when the capsule 2 passes are arranged at equal intervals, and the signal detection time interval by two adjacent detectors 24 and the arrangement interval size are The average speed for that section can be obtained by

In addition, the rear end of the front side exhaust chambers 21a..., 22a (
A sensor 25 for detecting the presence of a capsule is provided at the position (left end in FIG. We are trying to detect this.

Next, the air flow, pressure change, and capsule speed change when the capsule enters the braking zone B will be explained.

When a capsule enters the braking zone 8, there must be at least one capsule at the end of the pipeline in order to limit the air outflow and generate a braking force. now,
To explain the case where there is one capsule 2■ at the end as shown in Fig. 5, in this state, the on-off valve 23...
* is closed, and only the branch pipe 22 on the terminal side is open. First, as shown in Fig. 5, when the capsule 2 has not yet entered the braking zone B, the throttle valve 19 is closed, and in this state, the air in front of the capsule 2 (to the right in the figure) Most of the air flows out from the first air outlet 18 into the atmosphere, but at this time, due to its fixed throttling resistance, a pressure loss △P proportional to the outflow flow rate occurs, and only this △P flows into the pipeline 10. The pressure inside is higher than atmospheric pressure.

This pressure loss △P is calculated as follows: △P=K2・Vmine However, K2: Fixed resistance loss coefficient v2: Empty conversion speed of outflow air at the first air outlet 18, that is, the first air outlet 18 Flow velocity when it is assumed that the amount of outflow air in is flowing through a passage with the same diameter as the pipeline 10.

It is expressed as

The numerical values of ΔP and v2 are based on the flow rate U of air from the capsule transport blower, the moving speed V of the forward capsule 2 (C') by the transfer device 13, and the flow rate V from the gap between the capsule pressure receiving plate 3 and the pipeline 10. It can be calculated theoretically by giving various values such as the air blow-through coefficient and the loss coefficient K2. At this time, the pressure P in the braking zone B is P = Pa + ΔP (where Pa is atmospheric pressure ) becomes.

Next, as shown in FIG. 6, immediately after the capsule enters the braking zone B and while it is still at high speed, most of the air from the transport blower is used to fill the rear space of the capsule 2. The outflow air from the first air discharge row 8 becomes very small, so that the pressure P2 at the rear of the capsule 2 (on the left in the figure) decreases and remains equal to atmospheric pressure.

On the other hand, the air in front of the capsule 2 (to the right in the figure) is compressed and the pressure P in that area increases, and the pressure difference (P, - P2) between the front and rear of the capsule 2 acts as a braking force.
The speed of capsule 2 decreases rapidly. Then, as the capsule 2 progresses as shown in Figure 7 and the speed of the capsule 2 decreases further,
Due to air leakage between the capsule 2 and the pipeline 10, the effect of increasing the forward pressure is reduced, and the forward pressure P, decreases.

On the other hand, the air behind the capsule 2 is released from the first air outlet 18.
Since the amount of air flowing out from the capsule increases as the capsule speed decreases, the pressure P2 starts to rise again, and when a certain speed range is reached, the pressure around the capsule 2 P,, P
2 become equal, and the capsule 2 naturally coasts, gradually decelerating due to running resistance. As shown in FIG. 8, as the capsule 2 advances and its speed further decreases,
As the outflow air from the first air outlet 18 increases, the pressure P2 at the rear of the capsule becomes higher than the front pressure P, and the capsule 2 is propelled by the pressure difference (P21P,).

The capsule 2 is decelerated by the above principle and collides with the capsule 2 at the end and is connected by the connecting device 11, but the fixed throttling resistance of the first air outlet 18 is equal to the running resistance. Settings are made so that the pressure necessary for the largest capsule to travel at a speed of 1 car/second when colliding with capsule 2 (C), for example, with the second air outlet 20 fully open, is generated. has been done.

That is, when the capsule speed V2=lm/sec, (P2-
K2 is set so that P, ) x pressure receiving plate area = running resistance.

If K2 is set as above, a capsule with small running resistance will not be decelerated sufficiently and will run at a speed greater than 1/sec, so the throttle valve 19 will adjust the capsule speed V2 detected by the detector 24. Depending on the situation, it may be closed or set to an appropriate relationship.

That is, as shown in FIG. 10, a standard speed pattern Vo to be adopted for each layer of the braking zone B is determined in advance, and after the capsule 2 enters the braking zone B, the signal from the detector 24 is used to determine the standard speed pattern Vo. Measure the capsule speed V2 at the position of the detector 24, compare the measured speed V2 with the predetermined speed Vo of the standard speed pattern, and if the capsule speed V2 is fast, close or throttle the throttle valve 19 to slow it down. , when the speed is slow, the throttle valve 19 is opened to accelerate.In this way, the capsule is run at a speed along the standard speed pattern, and the terminal capsule 2 [C} is safely moved at a constant low speed of, for example, 1/sec. Next, as shown in Figure 9, when two capsules 2 (C,) and 2 (C2) are at the end of the pipeline, a capsule enters braking zone B. Explain the operation when

At this time, the sensor 25 detects the capsule 2 (C2) under the exhaust chamber 22a on the front side, and upon receiving this detection signal, the branch pipe 2 (C2) located in the exhaust chamber 21a adjacent to the exhaust chamber 22a
1 (second branch pipe from the right in the figure) on-off valve 2
3 becomes a barrier, and the air at the rear of the capsule 2 (C2) can be discharged to the atmosphere through the branch pipe 21 on the rear side. That is, two capsules 2 (C,) at the end
, 2 (C2), the speed can be controlled by the throttle valve 19 in the same way as in the case of only one capsule. Note that even when the capsule 2 is in the position shown in FIG. 8, the pressures P and P2 before and after the capsule 2 are not short-circuited. Also, although not shown, similarly,
When there are three capsules at the end, the internal air can be released through the third branch pipe.

That is, the number of branch pipes is not limited to two, but a plurality of branch pipes may be provided as necessary. In the embodiments described above, the throttle valve 19 is simply opened and closed, but more accurate control can be achieved by adjusting the opening degree stepwise or continuously in accordance with the capsule speed.

Further, in the above description, the explanation is given simply as a capsule, but it goes without saying that the present invention is not limited to a single capsule, and can be similarly implemented in the case of a plurality of connected capsule trains.

As explained above, the speed control method of the present invention not only provides the first air outlet at the entrance of the braking zone, but also
Near the outlet of the braking zone, a plurality of branch pipes connected to a second air outlet equipped with a throttle valve are connected to each other at intervals of approximately the length of the capsule in the longitudinal direction of the braking zone, and a pipeline is formed. This method selectively opens branch pipes that are not blocked by capsules that have arrived at the terminal end first, and also adjusts the throttle valve depending on the speed of the traveling capsule to slow down the capsule. Even if a capsule enters under various conditions, the capsule can be smoothly and reliably decelerated to approximately the desired speed by appropriately responding to this, and moreover, there are multiple capsules at the end of the pipeline. Even at times, the speed can be effectively controlled without blocking the second air outlet, and furthermore, this speed control method can be implemented at a very low cost.

[Brief explanation of the drawing]

1 and 2 are schematic views of the vicinity of the pipeline end for explaining the conventional speed control method at the end of capsule transportation, and FIG. 3 is for explaining an embodiment of the speed control method of the present invention. 4 is an explanatory diagram showing other embodiments of the second air discharge port, and FIGS. 5, 6, 7, 8, and 9 are FIG. 3 is an explanatory diagram of each aspect of the operation in the embodiment of the speed control method shown in FIG. 3, and FIG. 10 is an explanatory diagram of a standard pattern. 1...Air release port, 2...Capsule,
3...Pressure plate, 5,6...Valve, -7...
...Auxiliary blower, 8,9...Buffer device, 10...
...Pipeline, 11...Connection device, 12.
...Loading device, 13...Transfer device, 14.
...Line switching device, 14a...Suction block. A, 14b... Departure tube, 15... Separate pipeline, 16... Departure blower, 18...
...First air discharge port, 19... Throttle valve, 2
0...Second air outlet, 21, 22...
... Branch pipe, 23 ... Opening/closing valve, 24 ... Detector, 25 ... Sensor, A, B ... Braking zone. Figure N Lacquer drawing of the rudder diagram Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10

Claims (1)

[Claims] 1. A first air outlet is provided at the inlet of the braking zone located before the end of the pipeline, and a second air outlet equipped with a throttle valve is provided near the outlet of the control zone. A plurality of branch pipes connected to the outlet are communicated in the longitudinal direction of the braking zone at intervals of approximately the length of the capsule, and after the capsule is forced through the pipeline and passes the first air outlet position. , a terminal end of capsule transport characterized by selectively opening a branch pipe that is not blocked by a capsule that has arrived at the end of the pipeline earlier, and adjusting the throttle valve according to the speed of the traveling capsule. speed control method. 2. The speed control method at the end of capsule transportation according to claim 1, wherein the selective opening of the branch pipe is performed by a sensor.