JPS62281703A - Carrier device - Google Patents

Abstract

PURPOSE:To enable a good control of the running of a carrier car by controlling the absolute value of the driving force of a linear induction motor in proportion to the weight of the carrier car. CONSTITUTION:A speed-acceleration computing element 202 operates speed signal 210 and acceleration signal 211 based on ON/OFF output signals by the striped patterns on a reflecting plate detected by reflecting type optical proximity sensors 6c and 6d. A microcomputer 200 controls the exciting current of a stator 16 of a linear induction motor in accordance with the speed signal 210, acceleration signal 211 and the gap length signal from a gap sensor 2a or 2b. When the reflecting plate is detected by a proximity sensor 6a or 6b, the gap length signal is taken in and the total weight of a carrier car corresponding to the gap length is calculated so that the speed feedback gain and the acceleration feedback gain are determined corresponding to the total weight thus calculated.

Description

[Detailed Description of the Invention] 3. Detailed Description of the Invention [Object of the Invention] (Industrial Application Field) The present invention relates to a conveyance device that conveys a load by a conveyance vehicle using a linear induction motor as a drive source, In particular, the present invention relates to a conveyance device that can achieve good running control of a conveyance vehicle regardless of the amount of cargo.

(Prior art) In recent years, as part of office automation and factory automation, slips, documents, cash, samples, etc. have been moved between multiple locations within Takeo using transport devices. Conveyance devices used for such purposes must not harm the office environment, do not generate dust, and are required to have low noise.

For this reason, this type of transport device is configured so that the transport vehicle can be supported on the guide rail without contact. To support a guided vehicle without contact, it is common to use air or magnetism, but methods that use magnetic attraction to support the guided vehicle have improved followability to guide rails and noise reduction. It is considered to be the most promising support method.

By the way, the propulsion force of the transport vehicle is generally generated by a secondary conductor plate fixed to the transport vehicle side and a stator placed at a predetermined interval along the trajectory of the transport vehicle at a position facing the secondary conductor plate. It is given by the interaction between the electric current and the magnetic field that act between them.

In such transport devices, the weight of the vehicle changes depending on the amount of cargo, so if the vehicle is heavy, acceleration and deceleration will be slow, and a long run-up section will be required to reach the specified speed. . Therefore, due to running resistance such as air resistance and magnetic resistance that the carrier receives, a problem arises in which the carrier that is biased by the stator is then biased and gets stuck on the way without reaching the stator. In addition, even if you try to decelerate the conveyance vehicle before a curve or to stop it at a stop position such as a station, the inertia of a conveyance vehicle with a large load is large, so the conveyance vehicle does not decelerate sufficiently and curves. The problem arises of over-entering or overshooting the stop position. On the other hand, if the weight of the vehicle is light, acceleration and deceleration will be rapid, and the speed will change greatly during acceleration and deceleration, causing impact to the load.In addition, the conveyance vehicle may be decelerated before a curve or stopped at a stop position such as a station. If the speed of the transport vehicle is slowed down, the speed of the transport vehicle may be too low and the transport vehicle may become stuck between the last energized stator on the track and the next stator placed in the direction of travel. A problem arises.

Therefore, it is necessary to always maintain the weight of the cargo on the transport vehicle at a predetermined weight, and the transport efficiency of such a transport device has been extremely low.

(Problems to be Solved by the Invention) As described above, in the conventional transport device, the degree of acceleration and deceleration of the transport vehicle changes depending on the amount of cargo, so the traveling of the transport vehicle cannot be well controlled. There was a problem that I couldn't do it.

The present invention has been made based on such circumstances, and an object of the present invention is to provide a transport device that can achieve good running control of a transport vehicle regardless of the weight of the cargo.

[Structure of the invention]

(Means for Solving the Problems) The present invention provides a weight measuring means for measuring the weight of a transport vehicle running along a guide rail or the weight of a load on this transport vehicle, and The present invention is characterized in that a driving force determining means is provided for determining the absolute value of the driving force of the linear induction motor that fully drives the transport vehicle to be large.

(Function) The driving force of the transporting vehicle is determined by the driving force determining means so that the weight of the cargo is adjusted so that the absolute value of the driving force of the linear induction motor increases in accordance with the increase in the weight measured by the weight measuring means. Even if IJ increases, the absolute value of the driving force of the IJ near induction motor increases accordingly, so the amount of change in speed during acceleration and deceleration remains approximately constant.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the accompanying drawings. In this embodiment, the present invention is applied to a floating conveyance device.

In FIGS. 1 to 5, the cross section is formed in an inverted U-shape, and the track frame is laid, for example, in an office space to avoid obstacles. Two guide rails 12a and 12b are laid in parallel on the lower surface of the upper wall of the track frame 11, and emergency guides 13a and 13b each having a U-shaped cross section are provided on the inner surface of the side wall of the track frame 11. They are laid with the open sides facing each other. Further, as shown in FIG. 2, an eddy current gap sensor 2a is attached to the side of the guide rail 12a on the lower surface of the upper wall of the track frame 11 via a support rod 2.
, 2b are electrically distributed at a predetermined distance along the conveyance track with their detection portions facing the open side of the track frame 11. As shown in FIG. 4, reflective optical proximity sensors 6a, 6b, 6c are provided on the outer surface of the side wall of each emergency guide 13a, 13b and on the upper wall side of the track frame 11.
, 6d are 2 for each spiral type gap sensor 2a, 2b.
The positions of the eddy current gap sensors 2a are located one by one.

They are arranged on a vertical line extending perpendicularly from 2b to the transport track. Gadrail 12a, 1
Below the guide rail 12a, the transport vehicle U is placed on the lower side of the guide rail 12a,
12b so as to be freely movable.

In the center of the upper wall of the track frame 11, a plurality of vertically elongated holes 11a are formed at a predetermined distance along the conveyance track, and a top plate 14 closes these holes 11a from the top surface of the track blind frame 11. An identifier 16 of a linear induction motor is arranged on the lower surface of the motor so as to be accommodated in the hole 1a.

The guide rails 12a and 12b are made of a flat plate member 21 made of ferromagnetic material and painted white, and have a divided structure to facilitate installation work in an office. The joint portion A of each member 21 is subjected to a predetermined joining process.

Next, we will explain the composition of the transport police force. That is, a flat base U is disposed facing the lower surfaces of the guide rails 12a, 12b and at a predetermined distance from the detection portions of the eddy current type gap sensors 2a, 2b. This base milk consists of two dividing plates 26a arranged in the direction of movement,
26b, and a connecting mechanism 27 that rotatably connects the two side plates 26a and 26b in a plane perpendicular to the direction of movement. The connecting member 27 cant guide rails 12a and 12b when passing through a small diameter curved conveyance track.
This is to absorb the deviation of the plane created by. A secondary conductor, which is a movable element of the linear induction motor described above, is placed above the center of each of the dividing plates 26a and 26b at a height that allows it to pass through without contacting the stator 16 during operation of the device. Plates 28a and 28b are arranged, respectively. These secondary conductor plates 23a and 23b are made of non-magnetic material,
The connecting plates 66L are fixed to the dividing plate + and 26b via the connecting plates 29a and 29b, respectively. A total of four magnetic support units 31 are mounted at the four corners of the upper surface of the base 25, respectively. These magnetic support units 31.

It is attached to the base 25 using bolts 32 and a pedestal 33. These magnetic support units 31 include the same unit 31 and the guide rail 12a.

An optical gap sensor 34 is attached to detect the gap length between the gap and the lower surface of the gap 12b. In addition, each dividing plate 26a
, 26b are provided with connecting members 35a, 35b.
, 36a.

Containers 37, 38 for receiving goods to be transported via 36b
are installed respectively. And these containers 37
．． 38 includes a control device 41 for controlling each of the four magnetic support units 31, and a constant voltage generator 42.
and a small-capacity power source 43 that supplies energy to these devices, two each, for a total of four. In addition, the base 2
The emergency guides 13a, 13 are provided at the four corners of the lower surface of the magnetic support unit 31 when the magnetic force is lost.
Four vertical wheels 45a contact the inner surfaces of the upper and lower walls of the emergency guides 13a and 13b to support the transport vehicle 15 in the vertical direction; Four horizontal wheels R45b are respectively attached to support the wheels. Further, the reflective plates 7b are fixed using countersunk screws 5 at positions facing the reflective optical proximity sensors 6a and 6b on one side of both sides of the dividing plates 26a and 26b constituting the base 25 in the direction of movement. On the other side, a reflection plate 7a having a vertical striped pattern at regular intervals in the traveling direction is fixed using a countersunk screw 5 at a position facing the reflective optical proximity sensors 6c and 6d.

As shown in FIG. 3, the magnetic support unit 31 includes two 11 magnets arranged in a direction perpendicular to the traveling direction of the transport vehicle 15 so that their upper ends face the lower ends of the guide rails 12a and 12b. 51.52 and these electromagnets 51
．． 52 and a permanent magnet 53 interposed between each lower side surface of the magnet 52, and has a U-shape as a whole. Each electromagnet 51, 52 includes a yoke 55 made of ferromagnetic material,
It is composed of a coil 56 wound around this yoke 55, and each coil 56 is connected in series in such a direction that the magnetic fluxes formed by the electromagnets 51 and 52 are added to each other.

Further, the control device 41 is configured as shown in FIG. 5, for example. In this figure, the arrows indicate the signal path,
Moreover, the bar lines indicate the power paths. This control device 41 is attached to the transport vehicle 15 and the magnetic support unit 3
A sensor unit 61 detects all changes in the magnetomotive force or magnetic resistance in the magnetic circuit formed by the magnetic circuit 1 or in the motion of the transport vehicle 15, and calculates the electric power to be supplied to the coil 56 based on the signal from the sensor unit 61. Based on the arithmetic circuit 62 and the signal from the arithmetic circuit 62, the coil 56
and a power amplifier 63 that supplies power to the magnetic support knits 41. The sensor section 61 includes a modulation circuit 64 that modulates the signal of the optical gap sensor 34 described above in order to suppress the influence of external noise, and a current detector 65 that detects the current value of the coil 56. Arithmetic circuit 62
On the one hand, the signal from the optical gap sensor 34 is introduced via the modulation circuit 64, the gap length setting value Zo is subtracted by the subtracter 66, and the output of this subtracter 66 is directly or on the other hand, the signal from the current detector 65 is guided to the feedback gain compensator 70, and the current detector 6
5 and is compared with the O signal in the subtracter 71, the signal compensated by the integral compensator 72 and the addition output by the adder 73 of the three feedback gain compensators 68 to 70 are combined in the subtracter 74. After comparison, the deviation is output to the power amplifier 63.

Further, the constant voltage generator #42 includes a power source 43 and a control device 41.
are interposed between the modulation circuit 64 and the arithmetic circuit 62.
A current is always supplied to the optical gap sensor 34 at a constant voltage. This constant voltage generator 42 has a power source 43
This is to eliminate the influence of the magnetic pressure drop caused by the load fluctuation on the control device #41, and it is necessary to always maintain a constant voltage based on the reference voltage generator #75 and the output signal of this reference voltage generator 75. and a current amplifier 76 that supplies the current to the control device 41.

Furthermore, the stator 16 is excited by an inverter 203 that operates according to instructions from a microcomputer 200, as shown in FIG. That is, the inverter 203 changes the excitation frequency while maintaining the relationship of (excitation voltage/excitation frequency - constant) in accordance with a command from the microcomputer 200, and also switches the direction of the moving magnetic field generated by the stator 16. The microcomputer 200 directly inputs the detection signals of the reflective optical proximity sensors 6a and 6b, while the switch 201 selects one of the detection signals of the reflective optical proximity sensors 6c and 6d.
The selected velocity is selected in accordance with a command 212 from the microcomputer, and then inputted via the velocity/acceleration calculator 202. The velocity acceleration calculator 202 is a reflective optical proximity sensor 6c, 6
ON due to the vertical striped pattern on the reflection plate 7a detected at d,
The time from ON to ON of the OFF output signal is measured, the speed of the traveling conveyance vehicle 15 is calculated, and the speed signal 210 is sent to the microcomputer 200, and the time when the output signal is ON and OFF is calculated. The acceleration of the transport vehicle 15 is calculated from the time difference and an acceleration signal 211 is sent to the microcomputer 200. The detection signals of the eddy current gap sensors 2a and 2b are sent to the modulator 2, respectively.
04a, 204b, optical gap sensor 2
After the voltage is converted into a voltage value corresponding to the gap length between a, 2b and the base 25, the selection switch 205 selects one of the output signals of the modulators 204a, 204b according to a command 213 from the microcomputer. The signal is input to the microcomputer 200 via the A/D converter 206t.

Next, the operation of the floating conveyance device according to this embodiment configured as described above will be explained.

When the device is in a stopped state, the emergency guide 13a,
The vertical wheels 45a of the transport vehicle 15 are in contact with the inner surface of either one of the upper and lower walls of the transport vehicle 13b. If the device is started in this state, the control device 41 will be permanently activated! An excitation coil is used to cause the electromagnets 51 and 52 to generate magnetic flux in the same direction or in the opposite direction to the magnetic flux generated by the lR stone 53, and to maintain a predetermined gap length between the magnetic support unit 31 and the guide rails 12a and 12b. 56 is controlled. As a result, as shown in FIG. 6, a magnetic circuit consisting of a path from permanent magnet 53 to yoke 55 to gap P to guide tray #12a, (12b) to gap P to yoke 55 to permanent magnet 53 is formed. . The magnetic flux φ formed in this magnetic circuit is
It occurs along a plane perpendicular to the direction of travel.

If magnetic flux is generated in such a direction, the guide rail 12a
, 12b when passing through the joint portion A, there is little instantaneous drop in magnetic resistance, and vibrations when passing through the joint can be reduced. The gap length is set to a length such that the weight of the supported object such as the transport vehicle 15 and the magnetic attraction force between the magnetic support unit 31 and the guide rail 12a (12b) due to the magnetomotive force of the permanent magnet 53 are exactly balanced. be done.

The control device 41 controls the electromagnet 5 to maintain this gap length.
1.52 excitation current control is performed. This results in so-called zero power control.

Assume now that the magnetically levitated conveyance vehicle 15 is directly below the stator 16 of the linear induction machine. The stator 16 is energized by the three-phase winding 16 that applies a three-phase AC voltage to move in the direction shown by the arrow 17 in the same figure, and is detected by the reflective optical proximity sensor 6a. 7b is detected, the microcomputer 200 receives the detection signal from the reflective optical proximity sensor 6a and executes a vehicle speed adjustment program that sets the speed of the transport vehicle 15 to a predetermined reference speed.

The vehicle speed adjustment program will be explained below with reference to the flowchart shown in FIG.

The microcomputer 200 defines the value of the variable as O (Step ■χ) Takes in the detection signals from the optical proximity sensors 6a and 6c (Step ■), and
In step (2), it is determined whether the reflector a has detected the reflective plate 7b -+5) or not, and if it has, outputs a selection command signal and switches the selection switches 201 and 205 to the reflective optical proximity sensor 6C and the module 204a. Pour it on the side (Step ■). Step 2: Determine whether or not the value of the velocity - of the conveyance vehicle 15 from the velocity acceleration calculator 202 and the acceleration a as variables is Os. If YES, the gap length obtained from the A/D converter 206. Take in the signal 214 (step ■).

The total weight m1 of the conveying vehicle 15 is calculated based on data stored in the internal memory representing the relationship between the total weight m of the conveying vehicle 15 corresponding to the gap length g1 as shown in FIG. 9 from the captured gap length signal. From the calculated total weight m1, the speed feedback gain kv (m) corresponding to the sailor im and the acceleration feedback gain ka (m) corresponding to the total weight m shown in FIGS. 10 and 11, respectively. The velocity feedback gain ky (mt) and the acceleration feedback gain ka (mt) are determined based on the data stored in the internal memory representing the relationship (step ■).
, an excitation frequency command value w1 to the inverter 203 is calculated from the equation shown below (step @).

ΔV1 Wl = −(ky(nn1) lamp + ky(mt
) a 1 When the excitation frequency command value W1 is determined, the value of the variable is defined as '1'' (step O).Then, the positive or negative of the excitation frequency command value w1 is determined (step O), and the excitation frequency command When the value w1 is positive, the stator 16 is controlled by the inverter 203 so that the generated moving magnetic field matches the traveling direction of the carrier 15. When the excitation frequency W1 is negative, the stator 16
is excited by the inverter 203 at the excitation frequency W1 so that the generated moving magnetic field and the traveling direction of the carrier are opposite to each other (step 0). When step ◎ or step 0 is completed, the step returns to ■, and the step is ■−■−
Proceed with ■−■−■−. Then, in step ■, the value of the variable is 1'', so the step advances to ■, and thereafter the steps are [phase] -o-o-O-〇-■-■-〇-■-
Repeat ■ and set the traveling speed v1 of the conveyance vehicle 15 to the reference speed VQ.
to converge. Eventually, the transport vehicle 15 will move forward and reach the point shown in Fig. 7 (
As shown in b), when the reflection plate 7b is no longer detected by the reflection type optical proximity sensor 6a, the condition of NO is established in the scoop (2), and the process proceeds to step 0. In step ◎, it is determined whether or not the optical proximity sensor 6b is detecting the reflective plate 7a, and if it is, the changeover switches 201 and 205 are turned on to the reflective optical proximity sensor 6C and module 204a sides, respectively. (Step 0). And from then on, the steps are ■−■−〇−〇−0=○−0−■−
Repeat 〇−〇−■−■. When the transport vehicle 15 advances further and the reflective optical proximity sensor 6b no longer detects the reflection plate 7, the condition of No is established in step 0, and the value of the variable is set to °'0' (step @). Stator 1
6 is stopped (step O).

In this way, the vehicle speed adjustment program adjusts the travel speed v1 of the transport vehicle 15 to the reference speed VQ on all tracks that can be energized by the stator 16. That is, in this embodiment, the stator 16 is calculated using the speed feedback gain ky (ml) and the acceleration feedback gain kIL (ml), which become larger values as the total weight m1 increases from the detected sailing fiLmt of the guided vehicle 15. excitation frequency w
1 is determined, so that when the load on the transport vehicle 15 increases and the vehicle weight becomes heavier, the driving force of the stator 16 becomes weaker, and the traveling speed v1 can be promptly adjusted to the reference speed v□. can.

In the vehicle speed adjustment program described above, the stator 16 is adjusted by the inverter 203 using the speed feedback gain ky (m) and acceleration feedback gain ka (m) determined by the gap length signal obtained first after the start of operation. It is excited. This is transport vehicle 1 during speed adjustment
A repulsive force may act between the secondary conductor plates 28a, b of No. 5 and the stator 16, and this repulsive force causes the bases 26a, b
This is because the reliability of the gap length signal decreases because the distance from the torsion current type gap sensor 2a changes. Further, even when the transport vehicle 15 enters below the stator 16 from the right side in FIG. 7(a), the traveling speed can be adjusted to the reference speed in the same manner.

In addition, a stop positioning program for stopping the transport vehicle 15 and determining the stop position can be created by partially modifying the vehicle speed adjustment program described above. That is, the transport vehicle 15 moves the stator 1 as shown in FIG. 7(a).
When the reflective plate 7b is detected by the reflective optical proximity sensor 6a, the microcomputer 200 detects the detection from the reflective optical proximity sensor 6a. Upon receiving the signal, a stop positioning program is executed to stop the transport vehicle 15 and determine the stop position.

The above-described stop positioning program will be explained with reference to the flowchart shown in FIG. 13.

Note that the explanation of the steps that are the same as those of the speed adjustment program described above will be omitted, and the program will be explained using the same steps.

The microcomputer 200 determines the traveling speed 7 of the transport vehicle 15.
4 to the predetermined reference speed VOO, step ■
−■−■−■−■−■−■−■−■ Execute. Then, it is determined whether or not both the reflective optical proximity sensors 6a and 6b detect the reflective plate 7b (step 50). If not, the step o-o-o-o-■-■-■-
■-■-■-[Phase]-■ are repeated to make the traveling speed v1 of the conveyance vehicle 15 converge to the reference speed VOO. As the transport vehicle 15 further advances, the two reflective optical proximity sensors 6a and 6b both touch the reflector plate 7, as shown in FIG. 12(b).
When b is detected, the YES condition is established in step O, and the step proceeds to @. In step @, the excitation frequency command value 7□ is determined based on the data stored in the internal memory representing the relationship between the excitation frequency w2 corresponding to the total weight m as shown in FIG. 14 from the total weight m4 of the transport vehicle. The stator 16 is excited by the inverter 203 at an excitation frequency w2 for a predetermined time so that the generated moving magnetic field and the traveling direction of the carrier vehicle 15 are opposite to each other. After the excitation ends, the steps progress from 0 to 0, and the operation of the stop positioning program ends.

In this way, the conveyance vehicle 15 is stopped at a predetermined stop position by the stop positioning program. That is, since the stator of the transport vehicle 15 is excited for a predetermined time based on the excitation frequency command value w2 determined according to the detected total weight m1,
For example, when the load on the transport vehicle 15 increases and the vehicle weight becomes heavier, the driving force of the stator increases accordingly, making it possible to stop the transport vehicle 15 at a predetermined stop position. therefore,
The stop position does not change depending on whether there is a load on the transport vehicle 15, and the accuracy of positioning the stop position can be improved and the time required can be significantly shortened.

In addition, floating conveyance devices are generally characterized in that they do not generate any mechanical friction between the guide rail and the conveyance vehicle, allowing them to move objects quickly and quietly, and they also generate almost no dust. have advantages. However, in order not to spoil this advantage, we maintained a non-contact state.
If you try to position the transport vehicle to stop, it is impossible to use a mechanical positioning mechanism such as a stopper or mechanical friction force, so the transport vehicle cannot be stopped at a predetermined stop position without overshooting, regardless of whether there is a load or not. Until now, it has been extremely difficult to do so. However, according to this embodiment, such a problem does not occur, and the drawbacks of the conventional conveying device can be easily overcome.

Incidentally, even when the transport vehicle 15 enters below the stator 16 from the right side in FIG. 7(a), the stop position can be determined in the same manner. Furthermore, the stopped conveyance vehicle 15 can be adjusted to a predetermined vehicle speed v by exciting the stator 16 using a vehicle speed adjustment program.
You can start the train by pressing O.

Note that the embodiments of the present invention are not limited to the above-mentioned contents. For example, in the above embodiment, the propulsion force of the linear induction motor is controlled using the vehicle speed and acceleration fart in addition to the weight of the transport vehicle, but this does not mean that the type of data used for control other than the weight of the transport vehicle is There is no limitation in any way, and for example, in addition to these, the distance from a predetermined base point along the guide rail when the transport vehicle passes around the stator may be used without any problem.

In addition, in the above embodiment, a single-sided IJ near induction motor is used, but this example uses a linear induction motor! The type of motive is not limited in any way; for example, the bolt 231 and the fixture 2
Two opposing stators 250 arranged by 30
, 251, as shown in FIG. 16, in which a secondary conductor plate 228 attached to the transport vehicle 215 passes between them.

Furthermore, in the above embodiment, the conveyance vehicle is supported in a non-contact manner by applying so-called zero power feedback control to the magnetic support unit that uses a combination of permanent six stones and electromagnets, and the conveyor vehicle is supported in a non-contact manner by a magnetic support unit that uses a combination of permanent six stones and electromagnets. The weight of the transport vehicle is determined by measuring the gap between the detection end of the sensor and the transport vehicle, but this does not limit the support method of the transport vehicle or the means for determining the weight of the transport vehicle. Wheels 3 running along rails 300 as shown in the figure
01 may be supported by a spring 303, and the displacement of the carrier due to the load may be detected by an optical gap 304 fixed to the track side by a support 305. Within the scope of the claims, It is possible to arbitrarily select the support method for the transport vehicle and the means for determining the weight of the transport vehicle.

Further, the excitation frequency command value that determines the excitation frequency of the stator is determined from the total weight of the carrier vehicle determined from the gap length signal obtained from the eddy current gap sensor, but is not limited to this, The excitation frequency command value may be determined directly from the signal.

Furthermore, the total weight of the transport vehicle 15 may be determined from the current value detected using a current detector that measures the current flowing through the electromagnetic coil of the magnetic support unit as a means for measuring the weight of the transport vehicle 15.

In addition, according to this embodiment, the stator is excited by an inverter that receives commands from a microcomputer; however, this does not limit the stator excitation method or means; A voltage converter consisting of a relay and a transformer may be used to control this with an excitation control device that combines an analog computing unit and a logic circuit, and any excitation method and means may be used within the scope of the claims. No problem.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing the configuration of a floating transfer device according to an embodiment of the present invention, FIG. 2 is a sectional view showing the configuration of the main parts of the device, and FIG. 3 is a magnetic support unit of the device. Fig. 4 is a longitudinal sectional view, a plan view showing a part of the configuration of the device, and Fig. 5 is a longitudinal sectional view.
6 to 6 are block diagrams of a control device related to the same device, FIG. 7 is a partial plan view for chronologically explaining the operation during speed adjustment of the same device, and FIG. 8 is a partial plan view of the same device. 9 to 11 are curve diagrams showing data stored in the memory inside the microcomputer of the device, and FIG.
The figure is a partial plan view for chronologically explaining the operation of the device during stop positioning, FIG. 13 is a flowchart showing the program executed by the microcomputer of the device, and FIG. 14 is a flowchart of the device. FIG. 15 is a curve diagram showing data stored in the memory inside the microcomputer, and FIG. 15 is a structural perspective view showing a conveying device according to a modification of the same embodiment. 2a, 2b, 34, 304 --- gap sensor, 6a, 6b, 6c, 6d --- proximity sensor,
7a, 7b - reflector. Dan: Transport track, 11: Track frame, 12a, 12b
...Guide rail, 13a, 13b...Emergency guide rail, 14...Top plate, 16, 250, 251.
... IJ near induction motor stator, 25... base,
26a, 26b...dividing plate, 27...coupling mechanism, 28a, 28b, 228...secondary conductor plate,
37.38... Container, 41... Control device, 42...
・Constant voltage generator, 43...power supply, 51.52...
i! Magnet, 53... Permanent magnet, 55... Yoke, 56
... Coil, A... Seam, P... Gap, 15
, 215... transport vehicle, 31... magnetic support unit),
200...microcomputer, 201,20
5...Switch, 202...-speed participation speed calculator,
203... Inverter, 204a, 204b... Modulator, 206... A/D converter, 210...
Speed signal, 211... Acceleration signal, 303... Spring. Agent Patent attorney Nori Ken Yudo Takehana Kikuo Takehana Figure 2 Figure 3 Figure i5 Figure 6 Figure 7 Figure 7 Figure 8 Figure 8 Figure 8) I -@-55 heavy 11th circle → Figure 9
Figure 10 Figure 10 - Figure 11 Figure 12 Figure 12 Figure 13 Figure 14 Procedure amendment (method) 1. Indication of the incident Patent Application No. 121162/1982 2. Name of the invention Conveying device 3. Relationship with the case of the person making the amendment Patent applicant (307) Toshiba Corporation 4, Agent 105 July 29, 1985 (Date of dispatch) 6. Subject of amendment” Figure 12 (b) Within 12

Claims (3)

[Claims] (1) A carrier disposed so as to be freely movable along a guide rail, a linear induction motor that provides a driving force to drive the carrier along the guide rail, and a weight of the carrier or a load on the carrier. The present invention is characterized by comprising: a weight measuring means for measuring the weight of the loaded cargo; and a driving force determining means for determining the driving force of the linear induction motor according to the weight measured by the weight measuring means. Conveyance device. (2) The conveyance vehicle includes one or more magnetic support units each having an electromagnet facing the lower surface of the guide rail formed of a ferromagnetic material through a gap, and controlling the excitation current of the electromagnet to support the magnetic support unit. 2. The conveying device according to claim 1, further comprising a control means for stabilizing a magnetic circuit through which magnetic flux generated by the unit passes. (3) The conveying device according to claim 1, wherein the weight measuring means measures the weight in a non-contact manner.