JPS589021B2 - Continuous transportation method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a continuous transportation method using a belt conveyor type magnetic attraction force.

The present inventors. First, the patent application No. 51-69276
5-20902) and Japanese Patent Application No. 51-100647 (Japanese Unexamined Patent Publication No. 53-29793), a belt conveyor type continuous conveyance device utilizing magnetic attraction force has been proposed.

The continuous transport device proposed by the former is as follows. Along the belt conveyor line, a plurality of belt conveyor units made of magnetic belts are arranged in series in the length direction of the units with their belt drive wheel shafts placed horizontally. The vehicle is made to follow the rotation of the magnetic belt by magnetic attraction force and travel continuously. In addition, the continuous transport device proposed by the latter has a belt conveyor line in which a plurality of the belt conveyor units are arranged in a row in the length direction of the units with their belt drive wheel axes being vertical, and each unit in the line has magnetic The belt surface can be used as a reciprocating track with opposite directions. As mentioned above, the vehicle is made to follow the rotation of the magnetic belt by magnetic attraction force and travel continuously, and in any continuous transportation device. Each belt conveyor unit has an independent drive system and can have independent speeds. Therefore, the belt conveyor line composed of each unit constitutes a vehicle running track consisting of a straight road and a curved road including sections with a plurality of different speed levels. A vehicle or a train consisting of multiple vehicles connected together is magnetically attracted to the magnetic belt by the field mounted on the tower, and continuously travels along the above-mentioned track while following the circular movement of the magnetic belt. This constitutes a transportation device suitable for an urban transportation system that enables mass transportation.

The various speed sections set on the above belt conveyor line are as follows. A constant-velocity movement section where a vehicle generally moves at high speed, and a deceleration section. Japanese patent application No. 51-47880 filed by the present inventors
(Japanese Patent Publication No. 55-2090.1), a low-speed constant-velocity section and an acceleration section for boarding and alighting are considered for transferring to and from the integrator as a boarding and alighting device, and these can be combined as appropriate. A series of belt conveyor lines are constructed to provide a speed pattern that allows the vehicle to travel continuously along this line at a predetermined speed or higher without stopping.

In a continuous transportation system that exhibits the above-mentioned vehicle running pattern, the distance between vehicles in a given speed level section is constant in each of the above-mentioned constant-velocity sections, and widens in acceleration sections. In general, the speed level of the vehicle, which decreases during the deceleration section, is set to be the lowest speed level during the above-mentioned low-speed section for boarding and disembarking to transfer to and from the integrator. Therefore, the distance between vehicles is also at its minimum in this section.

On the other hand, the transport volume per unit time in the low-speed constant-velocity section for boarding and alighting mentioned above is. As long as other conditions such as moving speed are kept the same, the maximum speed is when vehicles running continuously move in tandem with each other.

Therefore, in order to maximize the transportation volume of the continuous transportation device per unit time in the low-speed constant-speed section for boarding and alighting, that is, the amount of cargo and passengers transferred to and from the integrator that communicates with the ground side, it is necessary to The following vehicle will now move in tandem with the preceding vehicle. In other words, it is sufficient to set the speed level and vehicle arrangement in other sections so that the distance between vehicles is physically minimized.

In other words, due to conflicts with the integrator, if the transport volume per unit time in the low-speed, constant-velocity section for boarding and alighting is exceeded, cargo and passengers will not be able to board or alight from the ground side via the integrator. Therefore, any two separated by an arbitrary distance
The transport amount per unit time to a point is. Is it less than the transport volume per unit time in the low-speed constant-speed section for boarding and disembarking located in the middle? There will be some restrictions.

on the other hand. It would be better not to provide a low-speed, constant-speed section in the middle for boarding and disembarking from the Nikesontegrator, which would increase the transport volume per unit time between the above two points. This poses a problem in the construction of a practical transportation network. In addition, near the entry point of the vehicle into the low-speed, constant-speed section for boarding and disembarking from the integrator, the vehicles are decelerated in order from the preceding vehicle, and the distance between vehicles begins to become smaller, and this is the same in other deceleration sections along the line. This means that in order to prevent vehicles from colliding with each other on the line, the distance between vehicles in the slow constant speed section for boarding and alighting, which is the lowest speed section on the line, must be set to a minimum value.

This invention was made to solve the above problems.
A belt conveyor line of arbitrary length that has the desired number of low-speed, constant-velocity sections for boarding and alighting with an integrator for transfer to and from the ground side. Another belt conveyor line is provided to form a bypass section that continues from the section before entering the low-speed constant-velocity section for boarding and disembarking to the section ahead. In addition, vehicles that should proceed to the bypass line and those that should not be selected are sorted in the above-mentioned front section. The purpose is to provide a continuous transportation method using a magnetic belt conveyor line in which the two are merged in the forward section.

That is, to describe the continuous transportation method of the present invention in detail with reference to the illustrated embodiment, the drawing is a plane partially schematically showing the vicinity of the low-speed constant-velocity section for transfer with the integrator of the belt conveyor line that constitutes the track of the continuous transportation device. In the figure, 1 is a main line, and 2a, 2b, and 2c are bypass lines that are essential parts of the present invention.

All of these belt conveyor lines are made up of a series of belt conveyor units each having an independent speed level. The details are in the previous proposed patent application No. 51-69276.
(Special Publication No. 55-20902) or Patent Application No. 51-100
647 (Japanese Unexamined Patent Publication No. 53-29793).

The above main belt conveyor line 1 is. It can be constructed into desired straight and curved roads, including high-speed, constant-velocity sections, and laid out between any two positions or in a circular route layout. Deceleration section 3 in the drawing. Low speed constant speed section for transfer to integrator 4. Acceleration section 5 is shown, and the above-mentioned low speed constant speed section 4
For example, Japanese Patent Application No. 51-47880 (Special Publication No. 55-20)
An integrator 6 as disclosed in 901) is attached.

The vehicles 7a to 7m that continuously travel along the above line are each equipped with a magnetic field as described in the above prior application. The magnetic attraction force is used to follow the rotation of the magnetic belts of the continuous belt conveyor units that constitute the belt conveyor lines 1 and 2. Each belt conveyor unit moves continuously in a speed pattern consisting of a series of independently set speed levels.

The low speed constant speed section for boarding and alighting of the main belt conveyor line 1 has the lowest speed level of all lines, for example 3.0 to 4. 0
It is set as a constant velocity section of km/hr. Furthermore, as shown in the figure, bypass belt conveyor lines 2a, 2b
, 2c.

That is, a deceleration section 3 in front of the low constant speed section 4 for boarding and alighting of the main belt conveyor line 1 is formed by first to fourth small deceleration sections 3a, 3b, 3c, and 3d. Similarly, the forward acceleration section is completely symmetrically formed by the first to fourth acceleration subsections 5a5b, 5c, and 5d. The bypass belt conveyor line 2a connects the small sections 3a and 5a. Also bypass belt conveyor line 2
a connects small sections 3b and 5b. Furthermore, the bypass belt conveyor line 2c connects the small sections 3c and 50. They are connected to the main belt conveyor line 1 at branch points 8a, 8b, 8c and merging points 9a, 9b, 9c, respectively.

The belt conveyor line configuration at this branch point and confluence point is as follows. For example, the patent application filed by the present inventors on January 1, 1973
The switch, field excitation switching means, etc. in 647 can be used.

In the figure, an arbitrary number of vehicles C in the first deceleration section 3a.
In the illustrated example, 13 units) 7a, 7b to 7m have already entered in a connected state from the right to the left in the drawing.

This small section 3a is set at a speed level of V8, which is slower than the section in front of it in the direction of travel (in the drawing, the section located to the right of the small section 3a. Therefore, in the above-mentioned front section, the vehicles 7a that were separated from each other 7 m enters this small section 3a at a reduced speed, minimizing the distance between the vehicles and creating a connected state.

Second deceleration small section 3bL following the above small section 3a, speed v
b<va is set. Further, the third deceleration sub-section 3c is set such that the speed Vc<Vb (=Va/2). Further, the fourth deceleration section 3d is set such that the speed Vd<Vc. Setting speed V of low speed constant speed section 4 for getting on and off.

<Vd (=Vc/2).

Therefore, the m that entered the first small section 3a in a continuous manner
However, it would be impossible for these vehicles to pass through the main belt conveyor line and reach the low-speed, constant-velocity section 4 for boarding and disembarking as it would result in rear-end collisions between the vehicles. In this invention, first, the first small section 3
Vehicles 7b and 7 are placed every other vehicle from the diversion point 8a near the end of section a.
d, 7f, 7h, 7j, 7l are diverted to the first bypass belt conveyor line 2a, and the remaining vehicles 7a, 7c,
7e, 7g, 7i, 7k, and 7m enter the next small section 3b and reduce the distance between vehicles by decelerating. Furthermore, near the end of the small section 3b, the first two vehicles 7a and 7C
is diverted from the diversion point 8b to the second bypass belt conveyor line 2b. The remaining five vehicles 7e, 7g, 7i,
7k and 7m continue to be decelerated and the distance between vehicles is reduced until they connect again in the next small section 3C, and then again at the diversion point 8C.
The second and fourth vehicles 7g and 7k are diverted to the third bypass belt conveyor line 20 and the remaining vehicle 7e
, 7i, and 7m enter the small deceleration section 3d to further reduce the speed, and finally these three vehicles 7
Vehicles e, 7i, and 7m are connected and enter with the minimum distance between them.

In this way, the present invention allows only specific vehicles to reach the low-speed, constant-speed section for boarding and alighting. By bypassing the others. The number of vehicles that can be placed in a line of a certain distance can be increased. From the perspective of passengers on the integrator, the interval between vehicle arrivals can be shortened.

The small acceleration section 5d after passing through the low speed constant speed section 4 for getting on and off is set to the same speed Vd as the small deceleration section 3d. Similarly, 50 has the same speed V as 3c.

To. 5b has the same speed vb as 3b, 5a has the same speed v as 3a
Each is set in a. A deceleration section 3, an acceleration section 5, and a symmetrical speed pattern are formed with the section 4 in the middle.

Therefore, in the mutual relationship between each bypass belt conveyor line and the main belt conveyor line, the bypass belt conveyor line is set so that the time required for vehicles to pass through both lines from the branch point to the confluence point is the same, that is, the driving interval is constant. If we determine the average speed at . At each merging point, the vehicles can be connected in the same order in a completely reverse manner to the above-mentioned diversion process, and the vehicles can be made to travel continuously from the small acceleration section 5a forward.

still. Regarding any of the above bypass belt conveyor lines. The only condition is that the average speed be determined as described above. As long as that average speed can be obtained, it is also possible to provide a section in the bypass belt conveyor line for transfer with a low-speed constant-speed integrator and allow another integrator to board and alight passengers on the bypass belt conveyor line as well. be.

As stated above, in the present invention. Before entering the low-speed, constant-speed section for boarding and disembarking, which is set to the lowest speed on the line for transfer with the integrator, the vehicles are already operated at a faster speed level, for example, in a connected state, with the vehicles closely spaced. It is possible. Therefore, in a vehicle running section of arbitrary length with a minimum speed constant speed section for transfer with the integrator. It is possible to have a larger transport capacity as a whole line without being constrained by the maximum transport limit per unit time of the lowest constant speed section. In addition, it is possible to sequentially control boarding and disembarkation of vehicles, making it highly effective as an urban transportation system capable of mass transportation.

[Brief explanation of drawings]

The drawing is a partially schematic plan view showing the vicinity of a low-speed constant-speed section for transfer with an integrator of a belt conveyor line that constitutes a track of a continuous transportation device according to an embodiment of the present invention. 1... Main belt conveyor line. 2a, 2b, 2c...
...Bypass belt conveyor line. 3...Deceleration section. 4
...Low speed constant speed section for boarding and alighting, 5...Acceleration section, 7a to 7m
...Vehicle, 8a to 8c... Divergence point, 9a to 9c... Confluence point.

Claims (1)

[Claims] 1. When a vehicle equipped with a magnetic field on a magnetic belt conveyor line is tracked by magnetic attraction and moved continuously. The main belt conveyor line, which includes the minimum constant speed section for boarding and disembarking from the integrator for transfer to and from the ground side, is divided into two lines with a speed level of 1/2 in the section before the minimum speed constant speed section in the approach direction. Branched into. On the other hand, in the section ahead of the lowest speed constant velocity section, the speed is doubled, that is, the speed is merged into one line that is the same as the speed immediately before the branch, and this branching and merging bypasses the lowest speed constant velocity section of the main belt conveyor line. A bypass belt conveyor line is formed so that the time required for vehicles to pass from the branching point to the merging point of both belt conveyor lines is equal to each other, so that the driving time interval between preceding and following vehicles before the branching is the same after the merging. A continuous transportation method characterized by ensuring that