JPS6311011Y2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to a gravity transport system that uses gravity to transport earth and sand without using a power source, and in particular, a gravity transport system that controls the running of a transport trolley in the system. The present invention relates to a travel control device.

As shown in FIGS. 1 and 2, the present applicant previously proposed that on an endless track b installed along an inclined surface a,
A group of endless trolleys e, in which transportation trolleys (hereinafter simply referred to as "bogies") c are connected in an endless manner by a coupler d, is installed so that it can travel freely, and sand, etc. is loaded onto the trolley c from the high side of the endless track b. We have proposed a system in which the cargo is lowered by gravity, discharged at a lower location, and the empty cart c is moved to a higher location using the energy generated by the lowering of the cart c due to gravity.

However, in the above-described system, since the force for moving the endless bogie group e is transmitted through the coupler d, a large tension acts on the coupler d. This tension is particularly noticeable in the coupler that connects the trolley c traveling at a high place. Therefore, when there is a large altitude difference over a long distance, the tension becomes extremely large, and eventually the coupler d breaks.

On the other hand, the traveling speed of the endless bogie group e is basically determined by the potential energy of the earth and sand loaded on the bogie c and the mass loss between the bogie c and the endless track b. However, when the amount of transport per unit time increases, the traveling speed becomes extremely high, leading to accidents such as derailment of bogie c and damage to coupler d. In addition, since a certain amount of time is required to load cargo such as earth and sand onto or discharge it from the cart c, from this point of view as well, the endless cart group e
speed control is required. As a means of performing this speed control, it is possible to adjust the amount of earth and sand etc. loaded on the trolley c, but while the potential energy mentioned above is constant, the mass loss depends on the weather such as sunny or rainy days. Since the amount of dirt and the like does not necessarily have a constant relationship with the traveling speed, appropriate control cannot be performed. Also,
Such means are not preferable from the point of view of transportation efficiency.

The present invention was developed in view of these problems, and its purpose is to reduce the tension acting on the coupler of the bogie, and to create a gravity type system that can run a group of endless bogies at an appropriate speed. An object of the present invention is to provide a travel control device for a transportation system.

That is, the present invention provides a first rotating body that is rotated and moved by the cart on the downward track of the endless track, a second rotating body that pushes up and moves the cart on the upward track, and further rotates these bodies. By connecting the bodies, the driving force of the first rotating body is transmitted to the second rotating body, and a generator that also functions as a motor is provided that is linked to the rotation of the first rotating body, and this field current is appropriately controlled. By adjusting the torque required to rotate the generator, the rotational speed of the first and second rotating bodies can be adjusted appropriately to relieve the tension on the coupler or prevent damage, allowing gravity transport at a good running speed. It is an attempt to drive the system.

The present invention will be described in detail below with reference to an embodiment shown in FIGS. 3 to 20.

FIG. 3 is a perspective view showing the entire gravity transport system according to the present invention. In this figure, an endless track 2 such as an endless rail is installed along an inclined diagram 1, forming a downward track 2a and an upward track 2b, and a bogie 3 such as a trolley is mounted on the endless track 2. A group of endless bogies 5 connected in an endless manner via a connecting member 4 is provided so as to be freely movable.

A hopper 7 equipped with a stock pile 6 is provided at the bent portion 2' on the high side of the endless track 2, and a hopper 7 with a stock pile 6 is provided so that earth and sand can be dropped and loaded onto the trolley 3, thereby forming an earth and sand loading mechanism 8. .

Further, a guide rail 9 is provided which is curved upward along the lower bent portion 2'' of the endless track 2. That is, when passing through the earth and sand loading mechanism 8, a guide rail 9 is provided. The earth and sand should be removed from the guide rail 9.
When passing through the purge ship 19, earth and sand are discharged, and this earth and sand is loaded onto a purge ship 19.

The earth and sand discharge mechanism of the truck 3 using the guide rail 9 described above is shown in FIG. In this figure, the bogie 3 has a structure in which a Petsel 12 is attached to a running body 11 provided on wheels 10 so as to be swingable with a pin 13 in a direction perpendicular to the running direction. A ring 14 is provided, and a fan 15 is attached to the Petssel 12 with a pin 16 so as to be openable and closable. When the auxiliary wheel 14 rides on the guide rail 9, the petssel 12 is tilted and the fan 15 is opened.

On the other hand, in FIG. 3, the travel control device 20 according to the present invention has a downward trajectory 2a and an upward trajectory 2b
As shown in FIG. 4A, the control mechanism A provided on the downward track 2a and the drive mechanism B provided on the upward track 2b are connected by a connecting shaft C.
It is configured to brake the bogie 3 running on the down track 2a and transmit the braking force to the bogie 3 on the up track 2b via the connecting shaft C. Although the traveling control devices 20 are provided at two locations in FIG. 3, they may be provided in an appropriate number as required, as shown in FIG. 4B.

On the other hand, as shown in FIG. 6, the bogies 3 are connected via a coupler 4, but since the coupler 4 has play, for example, in FIG.
In a, by receiving the braking force from the braking mechanism A, the bogie 3 running at a higher place than the braking mechanism A (Fig. 4 A) is lowered by gravity, so the play is
On the other _hand , since the trolley 3 running at a location lower than the braking mechanism A (Fig. 4, A-b) is similarly lowered by gravity, its play is l ₂ . That is, l ₂ > l ₁ ,
l ₂ −l ₁ is the width of the coupler 4. The same applies to the upward trajectory 2b.

Next, the mechanical configuration of the traveling control device 20 described above will be explained based on FIGS. 7 to 15.

FIG. 7 is a front view of the braking mechanism A of the travel control device 20, FIG. 8 is a plan view, FIG. 9 is a side view, and furthermore, FIG. FIG. 10 is a cross-sectional view of the cross section, and FIG. 11 is a cross-sectional view taken along the line XI--XI in FIG. 8. In FIGS. 7 to 11, the frame 30 is attached to the inclined surface 1 by appropriate means.

The frame body 30 includes a pair of left and right lower frame bodies 31, 31.
are connected by a plurality of lower horizontal members 32, and each lower frame body 31
A column 33 is erected at each end, and a pair of left and right upper frames 34 are connected horizontally across the column 33, and a pair of left and right tracks 35, 35 are connected to the pair of left and right upper frames 34. It is tightened and fixed by a presser piece 36 and a bolt 37, and the track 35 connects to the discontinuous part of the downward track 2a and continues the downward track 2a.

First and second idlers 40 ₁ and 40 ₂ are rotatably supported on both longitudinal sides of the frame 30, and third and fourth idlers 40 ₃ and 40 ₄ are rotatably supported in the intermediate portion. A sprocket 41 is rotatably supported between the third and fourth idlers 40 ₃ and 40 ₄ , and a chain 50 is wound around the idler 40 and the sprocket 41 .

In other words, as shown in FIG. 10, the first idler ₄₀₁ has bearings 4 on a pair of left and right brackets 42,
It is fixed via a key 45 to a shaft 44 which is rotatably supported horizontally via a
It protrudes upwards.

The second idler ₄₀₂ is rotatably attached via a bearing (not shown) to a shaft 48 that is fitted between elongated holes 47 of a pair of left and right brackets 46, 46 so as to be slidable in the longitudinal direction. protrudes upward from the track 35, and the shaft 48 is movable along the elongated hole 47 by a bolt 51 screwed into the bracket 46, so that the tension of the chain 50 can be adjusted.

Further, the third and fourth idlers 40 ₃ and 40 ₄ are rotatably supported via bearings 54 and 54 on a pair of intermediate frames 53 and 53 that are horizontally suspended between a pair of left and right intermediate columns 52 and 52, respectively. They are fixed to the shafts 55, 55 by key means (not shown), and have a smaller diameter than the first and second idlers 40 ₁ , 40 ₂ .

Further, the sprocket 41 is fixed via a key means (not shown) to a shaft 59 supported via a bearing (not shown) between a pair of intermediate frame members 57, 57, which are horizontally suspended between the intermediate columns 52, respectively.
A brake disc 61 is bolted to the shaft 59, and a caliber 62 for tightening the brake disc 61 is fixed to the one intermediate frame member 57 to constitute a disc brake 63. One end of the shaft 59 projects outward from the mounting frame and has a transmission sprocket 64 fixed thereto. It is connected to a generator 70 via the power generator 70 .

A pair of left and right first and second guide rails 71 and 72 are provided at inner positions of the pair of tracks 35 and 35 and extend in the longitudinal direction, and the first guide rail 71 is bolted to each of the brackets 42 and 46. The second guide rail 72 is bolted to a horizontal frame 73 horizontally suspended between a pair of left and right upper frame members 34, 34, and has a downward guide surface 71a. horizontal guide surface 7
2a, and a third slope 72'a inclined downward on the output side of the guide surface 72a.
A guide rail 74 is attached continuously.

The chain 50 connects the unit link 75 with the pin 76.
The idler 4 is connected to the pin 76 in an endless manner.
0. Roller 7 that meshes with the teeth of sprocket 41
7.

The chain 50 has claw members 80 arranged at a predetermined pitch.
A plurality of pins P ₁ , P ₂ , P ₃ , and P ₄ are provided so as to be rotatable up and down, and the first, second, and third pins 90 ₁ provided on the trolley 3,
It is adapted to be locked with 90 ₂ and 90 ₃ .

As shown in FIGS. 10 and 12, and FIG. 13 showing a cross section taken along the line XII-XII of these figures, the claw member 80 is attached to a bracket 81 bolted to a unit link 75 of the chain 50, with a horizontal shaft 82 attached thereto. Fixed, horizontal axis 8
A pair of movable plates 83, 83 are rotatably provided on 2,
Rollers 84, 8 are attached to both ends of the pair of movable plates 83, 83.
5 is rotatably provided, a roller 86 is rotatably provided on the horizontal shaft 82, and a spring 88 is provided between a lever 87 fixed to the horizontal shaft 82 and the pair of movable plates 83 to move the movable plates 83 clockwise. The roller 86 is guided by the guide surface 71a of the first guide rail 71, the other roller 85 is guided by the guide surface 72a of the second guide rail 72, and the movable plate 83 is biased by the spring 88. In contrast, one roller 84 is held in a position slightly protruding from the first guide rail 71, as shown in FIG.

On the other hand, the drive mechanism B, as shown in FIG.
a is provided on the entry side of the unit truck 3, and the third and fourth idlers 40 ₃ and 40 ₄ and the sprocket 41 are installed in the opposite direction, and the chain 50' rolls in the opposite direction. Since the only difference is that, the same members will be given the same reference numerals and the explanation will be omitted by adding ['].

The sprocket shaft 59' of the drive mechanism B and the sprocket shaft 59 of the brake mechanism A are connected via a coupling 100 as shown in FIG. That is, the sprocket shafts 59 and 59'
However, since the chains 50 and 51' are attached to the sprockets 41 and 41' in opposite directions, the circular running of the endless bogie group e as described later is prevented. It is configured so that it can be done.

Next, the operation of the mechanical components described above will be explained with reference to FIGS. 16A to 16E. First, the down track 2a and the track 35 of the brake mechanism A are continuous, and the loading truck 3 travels from the down track 2a onto the track 35 of the brake mechanism A.

Then, when the loading truck 3 reaches the braking mechanism A, the first pin 90 ₁ contacts one roller 84 of the pawl member 80 and rolls on the chain 50 .

As a result, the sprocket 41 is rotated, and the rotation is transmitted to the sprocket shaft 59' of the drive mechanism B via the shaft 59 and the coupling 100, so that the chain 50' is rolled and the pawl member 80' and the pin 90 are rotated. The carriage 3 on the upward side 2b is pushed up through the upward movement.

Therefore, part of the downward energy (velocity) of the loading truck 3 on the down side 2a is transmitted as a force to push up the empty loading truck 3 on the up side 2b.
The tension acting on the coupler 4 is relaxed to prevent damage.

In addition, the first, second, and third pins 90 ₁ , 90 ₂ , 9
0 ₃ pitch and the pitch of each claw member 80 are the first
6 As shown in Figure A, the first pin 90 ₁ is one claw member 8
0, the other claw members 80 and the second and third
The pins 90 ₂ and 90 ₃ do not come into contact with each other, and the gap S ₁ (S ₁ is 1/3 of the coupler play) between the second pin 90 ₂ and the claw member 80 is such that the third pin 90 ₃ and the claw member 80 do not come into contact with each other. It is narrower than the gap S ₂ (S ₂ is 2/3 of the coupler play). For this reason, the play in the coupler 4 is closed.

Then, as shown in FIG. 16B, when the claw member 80 reaches the end of the guide surface 72a, the first pin ₉₀₁ of the following truck 3 comes into contact with the claw member 80. Connector 4
The play is closed.

When the claw member 80 reaches the inclined guide surface 72'a as shown in FIG. ₁ , the leading truck 3 and the following truck 3 are separated, and when they are separated by the gap _S1 , the second pin ₉₀₂ comes into contact with the claw member 80. Therefore, the coupler 4 opens by ⅓ of the play (that is, the gap S ₁ ).

Then, as shown in FIG. 16D, the second pin 90 ₂
When the claw member 80 that has come into contact with this reaches the inclined guide surface 72'a, the preceding truck 3 and the following truck 3 are separated from each other, as described above, and the gap S2 and the gap _S2 are separated from each other.
When the third pin 90 3 is separated by the difference S ₁ (S ₂ −S ₁ ), the third pin 90 ₃ comes into contact with the claw member 80 .

Therefore, the play in the coupler is increased by 2/3 (that is, the gap S ₂ ).

When the claw member 80 that contacts the third pin ₉₀₃ reaches the inclined guide surface 72'a as shown in FIG. When the third pin ₉₀₃ and the claw member 80 separate after passing through the inclined guide surface 72'a, the play of the coupler 4 becomes completely open.

That is, while the loading truck 3 locks with the chain 50 and rolls on the chain 50, it moves by ⅓ in the running direction with respect to the chain 50.

In this way, the play in the coupler 4 opens sequentially to 0, 1/3, and 2/3 when passing through the braking mechanism A, and there is no sudden change from the closed state to the open state, so the connection To prevent damage to a coupler 4 without applying a large impact force to the container 4.

In the drive mechanism B, the chain 50' is reversed and the claw member 80' moves from the inclined guide surface 72'a to the horizontal guide surface 72a, so that the claw member 80 is in contact with the first pin ₉₀₁ , contrary to the above. When the leading truck 3 is brought into contact with the first carriage 3, the play in the coupler 4 is closed by 1/3, and _then the pawl member 80 comes into contact with the second pin 902 and pushed up to close the play in the coupler 4 by 1/3, and then the third The pin 90 ₃ comes into contact with the claw member 80 and pushes up to release the play in the coupler 4 .

In other words, while the empty cart 3 and the chain 50' are in contact with each other and are pushed up, the empty cart 3 is pushed up by the chain 50'.
Since the connector 4 is moved back by 2/3 of the distance, the play of the coupler 4 is sequentially opened to 1/3, then 2/3, and no large impact force is applied.

Next, of the travel control device 20 according to the present invention,
The electrical configuration for controlling the traveling speed will be explained.

In FIG. 7 described above, a speed control device (hereinafter referred to as "sub-controller") C11 shown in FIG. 17 is provided at an appropriate position on the right side of the diagram of the braking mechanism A. Note that this sub-controller C1
1 is a travel control device 20 shown in FIGS. 4A and 4B.
These are provided for each location. Furthermore, the first
As shown in Figure 7, the sub-controllers C11, C
12, C13, ... is a central control device (hereinafter referred to as "main controller") C1 that performs overall control.
are connected to each other.

Next, the general operation of the control device will be explained with reference to FIG. 18. The generator 70 shown in FIG.
It is composed of a separately excited DC generator, and the armature 7
A load resistor RL is connected to the 0A side output terminal,
A variable resistor RS and an appropriate power source E are connected to the field winding 70L. As mentioned above, trolley 3
As the sprocket moves, the sprocket 41 rotates and the generator 70 also rotates to generate electricity. At this time, if the variable resistor RS is changed to change the excitation current, the generator 70 can be rotated. Torque will also change. Therefore, since the truck 3 moves against this changed torque, the speed of the truck 3 can be suppressed. On the other hand, since the generator 70 also works as a motor, the trolley 3
When the speed is insufficient, it is sufficient to drive the armature 70A as a motor by passing current through the armature 70A. The apparatus shown in FIG. 17 attempts to appropriately control the above operations depending on the situation. In addition, load resistance
RL is for generated power consumption.

Next, the configuration of the control device will be explained based on FIG. 17. First, the disc brake 63 is equipped with a brake operating mechanism BC consisting of a compressor DC, an air tank DA, a brake pressure adjustment mechanism DE, and a pressure booster DP. S6
are provided appropriately.

On the other hand, a continuous speed sensor S1 for detecting the speed of the trolley 3 is provided at an appropriate position in the gravity transport system shown in FIG. The connected generator 70 is controlled to be operated as a motor or as a generator. Furthermore, the motor/generator switching device DS includes an armature 70 when the motor is operated.
Motor current sensor S that detects the current flowing to A
2 is provided as appropriate, and a voltage regulator
It is connected to DV and the amount of current is adjusted. In addition, motor/generator switching device
The DS has a field current adjustment device that adjusts and supplies the field current when operating as a generator.
A field current sensor S4 to which DF is connected and detects the current is provided in the same manner as described above.

Next, the generated output of the generator 70 is inputted to the generated power distribution device DD via the motor/generator switching device DS, and is further inputted to the load RL,
It is designed to be input to the power source E as appropriate. Distribution of this generated power is performed according to the output of a power supply voltage sensor S5 disposed in the power supply E. The magnitude of the generated power is detected by a generated power sensor S3, and the power of the power source E is input to the voltage regulator DV and field current regulator DF, respectively. Furthermore, it is also supplied to the compressor DC, and the supply is controlled by a pressure switch SP (not shown) provided in the air tank DA. That is, when the pressure in the air tank DA decreases due to the control operation described later, the pressure switch SP operates to drive the compressor DC and increase the pressure in the air tank DA. Therefore, the pressure inside the air tank DA is
It is constantly maintained above a certain level.

Among the above components, sensors S1 to S4
The detection signals of S6 and S6 are input to a controller CU that performs control as shown in the flowchart shown in FIG. 19, and this controller CU and
Motor/generator switching device DS, voltage regulator DV,
Field current regulator DF, brake pressure regulator DE
are connected to each other as appropriate, and furthermore, the controller
The CU is connected to a main controller C1 which performs control as shown in the flowchart shown in FIG.

Next, the overall operation of the above embodiment will be explained with reference to the flowcharts shown in FIGS. 19 and 20.

First, before operating the gravity transport system shown in FIG. 3, the entire control device described above is put into operation by a suitable switch means. Next, the operator inputs the transportation amount that is considered optimal for the transportation operation using an appropriate input means such as a keyboard (not shown).

According to this input, the main controller C1:
In addition to calculating the optimal driving vehicle speed of the bogie 3,
Subcontroller C1 uses this value as a vehicle speed command.
1, C12, C13, . . . make a comment to the controller CU. Note that the following operations are common to the sub-controllers C11, C12, C13, . . ., so the operations of the sub-controller C11 will be representative. Based on this life cycle, the controller CU of the sub-controller C11 checks whether the generator 70 is in a state where it can generate electricity using the generated power sensor S3, and the result is sent to the main controller C1. Once this is confirmed, the main controller C1
A start command is sent to the CU, and the sub-controller C11 starts operating according to the flowchart in FIG.

First, a signal is sent from the controller CU to the brake pressure adjustment mechanism DE, which drives the pressure increase device to reduce the brake pressure.
It will be lifted soon. That is, the brake pressure is detected by the oil pressure sensor S6, and based on this, the brake pressure is gradually reduced. When the brake pressure becomes zero, the truck 3 is ready to travel, but the vehicle speed is zero because it is not loaded with earth and sand. This is detected by the continuous speed sensor S1 and transmitted to the controller CU.
After this operation, the controller CU sends a signal to the motor/generator switching device DS, and the generator 70
as a motor and at the same time as a voltage regulator
A signal is also sent to DV to increase the armature current and increase the rotational speed of the generator 70. As a result of this operation, the motor driving force of the generator 70 is transmitted sequentially through the chain 69, sprocket 69, input sprocket 67, chain 65, transmission sprocket 64, and shaft 59, and the truck 3 starts traveling.

The vehicle speed of this bogie 3 is detected by a vehicle speed sensor S1, and based on this signal, the controller
The CU compares the vehicle speed and the driving vehicle speed, and increases the rotational speed of the motor until the vehicle speed of the bogie 3 becomes higher than the driving vehicle speed. When loading earth and sand onto the truck 3 in this state, the torque of the motor-driven generator 70 decreases, and as a result, the armature current also decreases.
This decrease in armature current is detected by motor current sensor S2.
When the output voltage becomes zero, the controller CU sends a signal to the voltage regulator DV to set the output voltage to zero.

Next, the controller CU sends a signal to the motor/generator switching device DS to drive the generator 70 as a generator, confirms the vehicle speed command from the main controller C1, and according to this command, performs appropriate power generation. The value of the field current to be supplied to the machine 70 is calculated. Next, the controller CU drives the field current adjustment device DF to adjust and supply the field current to the generator 70 while checking the value using the field current sensor S4. Note that this field current is
As mentioned above, it is also supplied as needed when the generator 70 is being driven by the motor.

Along with the above operations, the controller CU constantly detects the vehicle speed of the bogie 3 using the vehicle speed sensor S1, compares the vehicle speed with the vehicle speed instructed by the main controller C1, and adjusts the field current so that the two match. control. The same applies when the main controller C1 changes the vehicle speed command.

In addition, the motor drive control of the generator 70 mentioned above may be performed when the trolley|bogie 3 is not running, and when it is already running, the motor drive control may be made not to be performed.

Next, the generated power of the generator 70 during the above operation is appropriately distributed by the generated power distribution device DD based on the detection output of the power supply voltage sensor S5 to the load RL.
It is consumed by the power supply E or is collected and supplied to the power supply E.

The above operations of the sub-controller C11 are monitored by the main controller C1,
As shown in FIG. 19, the main controller C1
reads the traveling distance of the bogie 3 from the output of the vehicle speed sensor S1. On the other hand, the main controller C1 is
A reference travel distance is calculated based on the commanded vehicle speed, and this is compared with the read travel distance, and the vehicle speed is changed so that they are equal, and the sub-controller C11 is commanded again. In other words, the vehicle speed is controlled so that there is no difference in running speed between the bogies 3. The above operation is performed by each subcontroller C.
11, C12, C13... That is, when the travel distances between the travel control devices 20 are not equal as shown in FIG. 4, the play of the coupler 4 differs depending on the position of the bogie 3 on the endless track 2 as shown in FIG. This is because, as a result, a large tension will be applied. Therefore, the vehicle speed change by the main controller C1 is performed independently for each sub-controller C11, C12, C13, . . . .

Due to the above-described operations of the main controller C1 and the sub-controllers C11, C12, C13, .

Next, when the work is to be completed or interrupted/cancelled, the operator inputs an input to the main controller C1 to set the vehicle speed of the cart 3 to zero. Based on this, the main controller C1 issues a continuous zero speed command to the sub-controller C11. In response to this, the sub-controller C11 sends a signal to the brake pressure adjustment mechanism to drive the pressure increase device, thereby increasing the brake oil pressure and causing the disc brake 63 to stop the carriage 3 from traveling. After confirming this stop operation, the control operation ends.

In addition, in the above embodiment, the generator 70 and
Power transmission with sprocket 41 or 64,
Although a chain was used, a belt or pulley may be used as required.
Further, the control device shown in FIG. 17 may also be configured with an appropriate computer system.

As described above, according to the present invention, the down track of the endless track is provided with a first rotating body that is rotated by the cart, the up track is provided with a second rotating body that pushes up the cart, and further Since these rotating bodies are connected, the tension acting on the coupler of the truck can be alleviated, and a generator is provided which also serves as a motor that is linked to the rotation of the first rotating body. The field current is determined appropriately according to the required running speed of the bogie, the distance traveled by the bogies, or the difference in running speed between the bogies, so that the field current can be set appropriately without causing damage to the coupler. This has the excellent effect of allowing the group of endless bogies to travel at the same speed.

[Brief explanation of the drawing]

Figure 1 is a schematic perspective view of the device proposed earlier, Figure 2
The figure is a front view of the transportation trolley, and FIG. 3 is a perspective view showing the entire gravity transportation system according to the present invention.
Figures 4A and B are explanatory diagrams showing the installation outline of the travel control device, Figure 5 is a front view of the truck, Figure 6 is a side view showing the connected state of the truck, and Figure 7 is an illustration of the travel control device. A front view showing the braking mechanism, FIG. 8 is a plan view thereof, and FIG. 9 is a side view thereof. 10 is a sectional view taken along the - line in FIG. 7, FIG. 11 is a sectional view taken along the line XI-XI in FIG. 8, FIG. 12 is a front view of the claw member, and FIG. 14 is a central longitudinal sectional view of the drive mechanism, FIG. 15 is a side view showing the connection state of the braking and drive mechanisms, and FIGS. 16 A to E are operation explanatory views. It is. Fig. 17 is a block diagram showing the electrical configuration of the travel control device, Fig. 18 is a circuit diagram showing its operating principle, and Figs. 19 and 20 are flowcharts showing the operation of the device in Fig. 17. be. 2...Endless orbit, 2a...Downward orbit, 2b...
...up track, 3...bogie, 4...coupler, 20...
... Travel control device, 70 ... Generator, C ₁ ... Main controller, C11, C12, C13 ... Sub-controller, e ... Endless bogie group.

Claims (1)

[Scope of utility model registration request] A group of endless carts formed by connecting transport carts in an endless manner with a coupler is provided so as to be able to run freely on an endless track installed at an angle, and rotated by the running of the cart on a downward track of the endless track. A first rotary body to be driven is provided, a second rotary body is provided for pushing up and moving the cart on an upward track, and the first and second rotary bodies are connected, and the rotation of the first rotary body In addition to interlocking a generator that also serves as a motor,
A gravity transport system characterized by comprising a control device that adjusts the field current of the generator in accordance with a preset running speed of the bogie and a running speed difference between the running bogies. Travel control device.