JPS5915857B2 - Forced air long-distance conveyance equipment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention reduces the number of structural members compared to mechanical conveyance equipment such as belt conveyors and roller conveyors, which require a drive source to propel the transport vehicle over the entire length of the conveyance line. It is not only easy to construct and can be constructed at low cost in terms of equipment, but also allows for long-distance transportation in a rational and economical manner due to the land conditions.
Forced airflow is generated in conduits such as those constructed along the space under elevated structures such as railways and roads, or conduits buried underground such as gas pipes and water pipes. The present invention relates to forced airflow type long-distance transportation equipment that is configured to carry out a desired transportation operation by forcibly moving a transportation vehicle along a conduit using airflow as a thrust source.

Although this type of transport equipment originally has various advantages as described above and is attracting much attention as a future transport equipment, there are still many technical difficulties in putting it into practical use.

One of the biggest problems is that, in order to efficiently carry out long-distance transport, the distance between multiple transport vehicles inserted into the pneumatic pipeline at intervals is limited by the difference in weight between the vehicles. Due to variations in running resistance, drag coefficient, etc., it expands, contracts, and changes in various ways during traveling, resulting in problems in the handling zone such as loading and unloading, continuity of conveyance work such as waiting, automation of handling, etc. Alternatively, it is likely to cause trouble in branching or merging.

Therefore, as a solution to such technical difficulties, in this type of conveyance equipment, especially in the case of long-distance conveyance where the conveyance pitch is largely inconsistent as described above, the control zone that controls the running of the conveyor vehicle is replaced with a pneumatic pipe. Appropriate means of construction along the route is an essential requirement.

One of them is to set up a control zone in the pneumatic pipeline that has a control function that can safely stop the vehicles even if they arrive one after another with an incorrect conveyance pitch, and then send them out one by one at a fixed pitch. A method of configuring the configuration for each interval is possible, but in this case, it is assumed that all transport vehicles will be stopped once in the control zone regardless of the size of the deviation in the transport pitch, so Even if the deviation is so small that it does not cause any problems in the running or handling of the transport vehicle, the transport vehicle will always be stopped in the control zone.

This leads to an unreasonable reduction in conveyance efficiency, especially in long-distance conveyance systems, and when the conveyance zone and control zone become one unit to configure a long-distance system. It is a type that connects units in sequence, and the control mode is centered on individual control in each control zone, and starting to the next transfer zone is just a sequence control level, and the control level of the system as a whole is low. There are defects such as

In addition, as a travel control method for long-distance conveyance systems, there is a section control type that allows multiple conveyance vehicles to travel continuously within a pneumatic pipeline while maintaining appropriate intervals. exist.

This is done by installing gate valve devices that can be opened and closed at regular intervals along the length of the pneumatic pipe to divide the pneumatic pipe into sections of appropriate length. A detector is provided to detect the passing of a transport vehicle, and the gate valve device at the dividing point where the transport vehicle has passed is closed, and the gate valve device is controlled by an appropriate interlocking control device so that the gate valve devices before and after the gate valve device are opened. The group is configured to open and close in accordance with a predetermined order, and in this case, the distance between adjacent traveling vehicles can be set and maintained within an allowable range for safe driving by adjusting the installation interval of the gate valve device. However, with this type of zone control, the number of transport vehicles that can travel between adjacent gate valve devices is limited to zero or one, so the travel interval between transport vehicles may be longer than necessary. This results in a large loss in transportation efficiency.

In addition, in order to reduce such losses, the transport vehicle itself should be made larger and larger in capacity by using multi-purpose coupling means, etc.
Alternatively, it is possible to shorten the section between adjacent gate valve devices, but in the former case, handling devices such as loading and unloading stations, Not only does the braking mechanism and starting mechanism need to be larger and have higher performance, but the pipe configuration also needs thicker wall design and stronger support, which makes the entire facility extremely uneconomical. In addition, in the latter case, the number of gate valve devices and associated equipment will be large, which will not only increase equipment costs, but also increase the cost of equipment.
This system is uneconomical due to high operation and maintenance costs, and the running control cycle of the transport vehicle becomes shorter as the section is shortened, making it less effective in improving transport efficiency.

The present invention has been developed in view of the above points, and allows a transport vehicle to travel without stopping unless necessary. Moreover, it is an economical method that takes into account the size of the transport vehicle and the capabilities of various devices. However, if a situation occurs that poses a problem in terms of safe driving or handling, the driving control function is activated to safely stop the transport vehicles that arrive one after another, and prevent the above situation from occurring. After the problem is resolved, the stopped transport vehicles are sent out one by one at desired intervals, thereby making it possible to carry out long-distance transport as efficiently and safely as possible.

The forced air long-distance conveyance equipment according to the present invention consists of a large number of travel zones and control zones arranged alternately for each length of the pneumatic pipeline through which the forced air flow that provides propulsion to the transport vehicle flows. However, each driving zone does not have a control function regarding the running of transport vehicles, and each zone is configured so that a plurality of transport vehicles can pass simultaneously at high speed, and each control zone has a control function that allows transport vehicles to pass at high speed. by means and control by forced airflow only or by control by a linear motor,
It consists of means for braking, stopping, disconnecting, and temporarily stopping each transport vehicle, and means for re-accelerating and restarting each stopped transport vehicle. In case of an emergency, brake the transport vehicle.
The vehicle is characterized by being equipped with a central control device that controls the vehicle to stop, disconnect, temporarily park, and re-accelerate and restart the stopped vehicle.

That is, although the present invention alternately arranges travel zones and control zones in a transport line, normally all of these zones are treated as a series of travel lines and the transport vehicle is stopped unless necessary. In particular, the number of stops of the transport vehicle, which is one of the causes of reduced transport efficiency in the case of long-distance transport, can be reduced. In the event that an emergency situation occurs that causes inconvenience to safe running and handling, such as an error in the conveying pitch that changes due to variations in the conveyance pitch, or a malfunction in the handling zone or local equipment, Desired control functions operate in the scattered control zones, allowing the emergency situation to be quickly resolved and driving safety to be ensured.

Moreover, there is no need to make the transport vehicle larger or larger than necessary, and multiple transport vehicles can be operated safely at the same time without special control over a sufficiently long distance. Therefore, compared to the zone-controlled type described above, various devices, mechanisms, pipeline configurations, etc. need to be economically and spatially appropriate in capacity and size, and the conveyance capacity can be increased. .

In particular, the present invention controls each vehicle individually by controlling only forced airflow or by controlling a linear motor, so there is no need for a mechanical control device, and therefore there is no possibility of mechanical failure or contact with the vehicle control device. We have now been able to provide safe and economical transport equipment with minimal energy loss.

Hereinafter, embodiments of the present invention will be described in detail based on the drawings. FIG. A schematic configuration diagram illustrating the control and form of the present invention is shown in a long-distance conveyance system configured to carry out the following operations.

A1. is a starting zone where the transport vehicles 1 sent from the cargo handling device 3 for loading, unloading, etc. are sequentially started, and A1. A
2. A3-- is a driving zone in which the transport vehicle 1 does not have any control function regarding the travel of the transport vehicle 1 and is configured to run at high speed, and B1 s B2zB3... is a driving zone where the transport vehicle 1 is configured to run at high speed.
It has means for braking, stopping, disconnecting, and temporarily holding the vehicle, and means for re-accelerating and re-starting the stopped transport vehicle,
It is a control zone that is configured so that the function is normally not activated and the transport vehicle is driven through at high speed, and the above-mentioned function is performed only in an emergency, and these driving zones AI, A2,
A3... and control zone B1. B2. What is B3...?
The length of the pneumatic pipeline 2 is alternately arranged in units, and each of the control zones Bl s B2 ,
B3... includes gas circulation devices C1, C2, C3... and relay pump devices D1... for operating each of the functions described above.
It is equipped with D2#horse...

In addition, each control zone B1. B2. B3... and the travel zone A1゜A2 j A3... are equipped with transport vehicle position detectors 81 x B2.

B3. B4..., transport vehicle running speed detector SS1. SS2
..., pressure gauge PM1. PM2, etc. are installed, and data such as the position and speed of the transport vehicle obtained from these are sent to the local control device R, as shown in the control system diagram in Figure 3.
1s R2s R3..., communication control device T1. T2. T
3... and the central control device CC via the communication line L.
In this central control device CC, control commands (airflow speed control, travel interval control, transport vehicle operation control in the control zone section,
Control of the number of transport vehicles running within a travel zone, control of transport vehicle destinations such as branching and merging, etc.

) is the communication line L1 communication control device T1. T2.
Via T3..., for example, as bi-level control information such as transport vehicle start, stop, control zone start, stop, etc.
It is transmitted to any local control device R1, R2, R3... and controlled at the field level by this roll control device R1s R2=R3..., that is, the gas circulation device C1, C2.
, C3... activation, stop, relay pump device D1. D2.
A centralized control function is provided to perform specific control such as activation and stopping of D3.

Next, the above-mentioned control zone B1. B2. B3...
The gas circulation devices C, C2, C3, etc., and the relay pump device D1. D2. Regarding D3..., one of them is B1. Taking C1 and Dl as an example, the gas recirculation device C1 includes a control zone B, a plurality of valves capable of generating a plurality of recirculation airs Vll s V12 y VH2 and , auxiliary blower PHI s PH□, P13, which is based on the detection operation of the position detector 81 t B2.83 s 84
The relay pump device D1 is configured to sequentially stop the transport vehicles entering the control zone S1 by sequentially stopping the Plls, and the relay pump device D1 is located on the downstream side of the gas recirculation device C1. Two gates G1 located at a distance sufficiently wider than the front and rear length of the transport vehicle.
．． G2 and valve V14 z V15 x/V16. ■
, 7 and blower P1. During normal operation, valve ■15°V1□ and gate G1 are open, while valve V14 #V18 and gate G3 are closed when a transport vehicle enters control zone B1. , pneumatic pipe line 2 in the upstream travel zone → valve V
15 → Blower P1 → Valve V17 → The forced airflow flowing toward the pneumatic pipe line 2 in the downstream travel zone allows the vehicle to travel through the control zone B1 without decelerating or stopping, and also improves handling in the control zone. In the event of an emergency situation such as a delay, an accident, or abnormal approach of a transport vehicle, open valve ■14゜v1□: Close valve V159 V2O, and the forced airflow flow route tra and airflow pipe 2 in the upstream travel zone → Valve V14 → Blower P1 → Valve ■1□
→By creating a bypass route for the control zone B1, such as the pneumatic pipe 2, and separating the control zone B1 from the main forced air flow, it is possible to brake, stop, and disconnect the transport vehicle entering the control zone B1. Temporary residence,
It is configured to function as a sending function.

Incidentally, the two gates 1-01°G2 are connected to the valves v15°V17 and 14. as shown in FIG. Due to the opening/closing operation contrary to V16, the discharge position of the airflow from the constantly operating blower P is switched to a downstream position close to the lower side gate G2 and a downstream position close to the upper side gate G□ (that is, Each gate G1. Using the differential pressure change between the upstream and downstream locations of G2,
Flap gates that can be opened and closed automatically are used, and mechanical,
Or no electric drive is used at all.

Also, the above-mentioned starting zone B where the transport vehicles 1 sent from the cargo handling device 3 are sequentially started.

To explain this in detail based on FIG. 4, this means that the transport vehicle 1 that has been transported to a predetermined location by the cargo handling device 3 is transferred into the pipe line 2, and the transported vehicle 1 is moved to the scheduled departure location. The carrier vehicle transfer device Co is equipped with a carrier vehicle transfer device Co that moves the carrier vehicle 1 to a location where the carrier vehicle 1 is moved to a desired time interval, and a carrier vehicle starting mechanism Do that starts the carrier vehicle 1 at a desired time interval. 02”Oas
■04 A transport vehicle position detector S provided in the conduit 2 on the side of the starting zone Bo.

1. Valve based on So2 detection operation ■o1. ■o2.
Vo3. Two flap gates G are located at a distance sufficiently wider than the longitudinal length of one transport vehicle to transport the transport vehicle 1 into the conduit by switching Vo4.

1. Gate G on the upper side of Go2 in the moving direction of the transport vehicle.

Just before 1 and Gate G. 1. The transport vehicle starting mechanism DO is configured to sequentially move between the gates Go2 and then stop. Go2 and valve V o 5
s V G6 'A and a combination of a blower Po, and a transport vehicle position detector S.

1. Valve V based on So2 detection operation. ,. (2) Due to the contradictory opening/closing operation of o6, the gate G is opened by the transport vehicle transfer device Co.

1. The transport vehicle 1 that has been moved and stopped between Go2 is started at desired time intervals.

In addition, 5So1 in FIG. 4 is a transport vehicle running speed detector Q1 is a current meter, PMo is a pressure gauge, and 4 is a transport vehicle identification device.

The operation of the forced air flow type long-distance conveyance equipment constructed as above will be explained.

Regarding the starting action by the transport vehicle transfer device Co and the transport vehicle starting mechanism Do in the starting zone Bo, the transport vehicle 1 prepared for departure to the starting port by the cargo handling device 3 is activated by the cooperation of the feeder f and the suction action of the auxiliary blower Po1. Gate G on the upper side by movement.

Move to just before 1.

At this time, valve V. 3. Vo4 is closed, valve ■.

1. ■o5 is in an open state. Transport vehicle detector S.

Transport vehicle 1 or gate G by 1. Based on the detection result that the valve V has moved up to just before 1.

3. Open vQ4 and valve ■. 1. Switch vo2 to closed state, gate G.

Transport vehicle 1 located just before gate 1 is at gate G.

1. Move it to the center between Go2. Central control device C
Each main blower is started in sequence according to the start command from C, or in this case, the airflow speed is increased in stages at the initial stage of start-up, so that the forced airflow flowing through all travel zones is made steady one after another, and then the airflow is brought to a steady speed. It is detected by a current meter or an anemometer that the gate has reached Go1.
．． The transport vehicle position detector S detects that the transport vehicle 1 is stopped at a predetermined position between Go2.

When detected by 2, open valve V and open valve ■.

6 to closed state 5 Switch, gate t-G.

1. The carrier vehicle 1 located between Go2 is moved to the pneumatic pipe line 2 side of the travel zone.

At this time, the auxiliary blower Po1 is stopped.

Transport vehicle 1 is at gate G on the lower side.

The transport vehicle detector S detects that the vehicle has passed through 2.

2, based on this detection result, the valve (2).

, close valve V.

6 to the open state, starting zone B. The gate G of the trailing vehicle 1 as well as ensuring the forced air flow in the lower pneumatic line 2 and the vehicle movement.

1. It is configured to allow movement between Go2. Furthermore, Gate G.

1. Transport vehicle position detector S installed between Go2.

3 and gate G on the lower side. Transport vehicle position detector S provided in the conduit portion on the downstream side in the transport vehicle movement direction from 2.

4 is set apart by the standard interval of transport vehicles.

In addition, when starting from starting zone Bo, the distance of the driving zone,
The central control device CC calculates whether or not this is possible and the timing based on the number of auxiliary circulation zones in the control zone determined from the starting tact and the traveling speed of the transport vehicle, the load condition seen from the main blower in the travel zone, and the traveling speed of the traveling transport vehicle.

(1) The number of vehicles that can be started from count control starting zone Bo is determined by the number of auxiliary circulation zones (pockets) installed in the normal control zone. In the event of a malfunction such as a complete stop, branching, or merging, a count is controlled to store the vehicle in each pocket, but in addition, measures are taken to allow the vehicle to return to running naturally, such as a downhill vertical in the most downstream pocket of each control zone. By adding this, it is possible to increase the count number and increase the number of vehicles running on the line.

(2) Pressure monitoring control The pressure difference between the exit and inlet of the travel zone is constantly monitored, and even if the number of transport vehicles in the travel zone is less than the set number, if the pressure difference exceeds the set pressure difference. Transport vehicles are prohibited from starting.

(3) Transport vehicle running speed monitoring A transport vehicle running speed detector is installed at the entrance of the driving zone,
An abnormal transport vehicle is detected by simultaneously monitoring the traveling speed of the transport vehicle and the pressure difference shown in (2) above.

In other words, if the transport vehicle speed is abnormally slow compared to the air flow velocity, it is determined that a problem has occurred in the transport vehicle, and the subsequent transport vehicle is prohibited from starting until the abnormal transport vehicle is removed from the next control zone. Ru.

A unique code is attached to each transport vehicle, and when the transport vehicle starts from the starting zone, the unique code is read by the transport vehicle identification device 4, inputted into the memory section of the central control unit CC, and the unique code is read by the transport vehicle identification device 4 when the transport vehicle starts from the starting zone. Accordingly, the position of the transport vehicle and the transport vehicle number (unique code) are shifted in the memory, and when the abnormal transport vehicle arrives at the transport vehicle exit in the control zone, the local controllers R1 and R2 , sends a command to R3 to remove the abnormal transport vehicle.

Further, the start control of the transport vehicle in the above-mentioned start zone Bo is shown in the block diagram of FIG.

Next, control zone B1. B2. The effects of B3 will be explained separately during normal operation and when an emergency situation occurs.

During normal operation, blower P1 operates, and auxiliary blower P
11, B12 s P ta is stopped, valve V1. V
1□ and gate G1 are open, valve 14, VTA, and gate G3 are set to close, and the air supply in the upstream travel zone is routed from route 2 to valve VI5 to blower P1 to valve Vt.
t → A forced airflow is formed toward the pneumatic pipe line 2 in the downstream downstream side zone, and the carrier vehicle entering the control zone B1 passes through the gate G1 due to the above-mentioned forced airflow and is transported. Vehicle position detector S.

Activate.

Based on the detection result of the transport vehicle position detector S, the valve V14pV2O is opened, and the valve V1. , When V17 is switched to close, the transport vehicle 1 located between the gates G1 and 02 decelerates and moves from the pneumatic pipe line 2 in the upstream travel zone to the valve V14 to the blower P1 to the valve B16 without stopping.
The forced air flow flowing through the route of the pneumatic pipe 2 in the downstream travel zone moves through the control zone.

Note that by opening the valve Vta, the gate G
1 is closed, and gate G2 is automatically switched to open.

The carrier 1 that has passed through the gate G2 operates the carrier position detector S6, and based on the detection result of the carrier position detector S6, the valve V1. j Open V17 and valve V1
4 # Switch B16 to close.

(The gate G1 is open and the gate G2 is closed.

) About the action in the event of an emergency situation.

(1) Holding the transport vehicle 1 that has entered the control zone due to an abnormality in the downstream control zone, an abnormality in the transport vehicle traveling in the downstream travel zone, an emergency stop, a stop during normal cargo handling, etc. When a control signal is issued from the central control device CC or when a transport vehicle abnormally approaching the control zone is detected, the transport vehicle is controlled to stay in the control zone.

That is, when the transport vehicle 1 is to be retained, the valve V14
and V17 are opened, valves V15 and V2O are set to close, and pneumatic pipe line 2 in the upstream travel zone → valve V14 → blower P1 → valve ■1□ → pneumatic pipe line 2 in the downstream travel zone is forced. Create a bypass route for the airflow, isolating the control zone from the main forced airflow, and activate the auxiliary blower P11゜PI3j ps3.

At this time, gate G1 is closed and gate G3 is open.

After the retention signal is issued, the carrier vehicle 1 entering the control zone is separated from the main forced airflow and is decelerated by the air cushion effect by compressing the air between the carrier vehicle 1 and the gate G3. And, the first transport vehicle 1 is an auxiliary blower P1.

While receiving the convergence effect due to the auxiliary circulation of PI3 # p13, it is moved forward and activates the carrier position detector S5.

Based on the detection result by the carrier position detector S, the valve V13 is switched to the closed state.

The second transport vehicle is decelerated by an air cushion effect by compressing the air between the transport vehicle and gate G3, and an auxiliary blower P1.

It is sent forward while being subjected to the convergence effect by the auxiliary circulation of PI3, and stops before the gate G1 by activating the carrier position detector S4.

The valve v13 is switched to the closed state based on the detection result of the carrier position detector S4.

The third transport vehicle is decelerated by the air cushion effect produced by compressing the air between the transport vehicle and gate G2, and is moved forward while receiving the convergence effect by the auxiliary circulation of the auxiliary blower PTT. The position detector S3 is activated to stop the auxiliary blower P1□ within the reflux zone.

Based on the detection result of the transport vehicle position detector S, the valve Vll is switched to close.

The fourth vehicle stops within the reflux zone of the auxiliary blower pH due to the air cushion effect by compressing the air between the vehicle and gate G2.

(If) If the entire system suddenly stops as in the case of an emergency power outage, the heavy goods being transported in the driving zone will not necessarily be accommodated in the control zone, and will be ready to receive a gradual relaunch action from the control zone upon recovery. This is not always the case, and the vehicle may stop running at various locations along the line.

In this case, after system operation is restarted, the transport vehicle is temporarily sent to the downstream control zone closest to the stopped position, and the control action in this control zone is used to gradually return to the state before the stop.

In addition, if the emergency stop is a local phenomenon, the entire system will continue as long as it maintains a nearly steady running state until the emergency stop, returns during that time, and maintains safe driving conditions. The system is currently in operation, and the transport efficiency of the system as a whole is sufficiently high.

(If a transport vehicle that is not running properly occurs at the accident running zone,
The transport vehicle is prohibited from starting from the upstream control son, and the upstream blower is used to force the transport, but if the delivery cannot be completed, the downstream blower is set to suction.

Furthermore, if the blowers are connected in series, a more reliable feeding action can be achieved.

The one shown in Fig. 7 is applied to a reciprocating pipe-type forced air-type long-distance conveyance facility consisting of two pneumatic pipelines 2, 2', one for residential use and one for back-up, installed in parallel to each other. An airflow bypass path 5 is provided between the conduit portion on the upper side in the direction of movement of the carrier vehicle than the arrival zone and the starting point Bo.

Further, a structure as shown in FIGS. 8 and 9 may be added to the relay pump device.

What is shown in FIG. 8 is Game) G1. An auxiliary blower P14 and a valve Vta can be freely switched between a state in which the forced airflow in the pipe section located between G2 is sucked and discharged to the outside, and a state in which the forced airflow is caused to flow through the pneumatic pipe line 2 in the lower travel zone. has been established.

What is shown in FIG. 9 is gate G1. A bypass path 6 is provided across the front and back positions of gate G2 on the downstream side in the direction of movement of the transport vehicle, and gates G1 and 02 are provided in this bypass path 6.
Pass the forced airflow between them as it is through the gate G2 on the lower side,
An auxiliary blower "15" is provided which can be switched between supplying air to the pneumatic pipeline 2 in the downstream travel zone and supplying the air to the pneumatic pipeline 2 in the downstream travel zone through the bypass path 6.

FIG. 10 shows a starting zone Bo, a control zone B1. B2. In B3..., the transport vehicle 1 side is used as a secondary conductor, and the conduit side is used as a primary coil part, and functions to brake, stop, disconnect and temporarily hold the transport vehicle 1, and re-accelerate the stopped transport vehicle 1, Linear motor Mo, M11M2- with a function to restart
The case where Ms.... is added is shown.

At the starting point Bo, as shown in FIGS. 1 into the pneumatic conduit 2.

At this time, the following carrier vehicle 1 also moves forward receiving the propulsive force of the primary coils C1 to C0, but if the distance from the preceding carrier vehicle 1 does not reach a predetermined distance, the primary coil on the downstream side in the direction of movement of the carrier vehicle moves forward. The coil C7 is switched to a state that applies braking force to the carrier vehicle, and the following carrier vehicle-1 is stopped.

Thereafter, based on the fact that the distance between the preceding transport vehicle 1 and the transport vehicle 1 has reached a predetermined distance, the primary coil C7 on the downstream side in the transport vehicle movement direction is switched to a state that applies a propulsive force to the transport vehicle,
The following transport vehicle 1 is moved into the pneumatic pipe line 2.

In the control zones Bl s B2 s B3..., taking one of the control zones B1 as an example, and explaining based on FIG. 12 A to 8, during normal operation, the primary coil section C
The primary coils 01 to CI2 are switched to a state that applies a forward propulsion force to the transport vehicle, and the transport vehicle 1 that has entered the control zone B is allowed to travel through the control zone B1 without decelerating or stopping. , and in the event of an emergency such as a delay in handling, an accident, or an abnormal approach of a transport vehicle, the primary coils on the lower side of the transport vehicle 1 are sequentially switched to a state that applies braking force to the transport vehicle, and the control zone B1 is applied. After activating the braking and stopping functions for the approaching transport vehicle, the primary coil is appropriately switched to a state that applies propulsive force or braking force to the transport vehicle, and the transport vehicle enters the control/vehicle B1. functions to separate, temporarily hold, and send out.

FIG. 13 shows a case where a relay station E is configured in the middle of the pneumatic pipeline 2, and this relay station E includes a secondary conductor provided on the carrier vehicle 1 and a primary coil section provided on the pipeline side. By working together, we can prevent multiple transport vehicles 1 from catching up or approaching abnormally in the middle of the pipeline due to differences in the weight of individual transport vehicles, running resistance within the pneumatic pipeline 2, differences in drag coefficients, etc. A linear motor Me is attached for control.

As the operation control method at the relay station E, the following methods can be considered.

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

When a plurality of transport vehicles 1... are running at a predetermined travel interval or at an interval close to it, the power supply power of the primary coil C... is set to 5 OFF, and each transport vehicle 1. ... continues to travel as it is, receiving the propulsive force from the forced airflow generated within the pneumatic pipe 2.

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

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

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

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

When a plurality of transport vehicles 1... are running at a predetermined interval or an interval close to it, the power of the primary coil C... of the primary coil section C is set to OFF, similarly to the control method described above. As a result, each transport vehicle 1 continues to travel as it is, receiving the propulsion force from the forced airflow.

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

(Refer to Figure 15, openings to 2) When the distance between the preceding transport vehicle 1 and the following transport vehicle 1 reaches a predetermined distance, the primary coil C. - Switch the power supply to OFF, and make the preceding transport vehicle 1 travel in a predetermined manner by the propulsion force generated by the forced airflow.

(See Figure 15 E.) Throughout the figures, double solid line arrows indicate the moving direction of the transport vehicle, thick solid lines indicate the flow direction of the forced air flow, and thin lines indicate the primary boiling point of the linear motor. This indicates the direction of the thrust.

[Brief explanation of drawings]

The drawings show an embodiment of the forced air flow type long-distance conveyance equipment according to the present invention, and FIG. 1 is an overall schematic diagram, FIG. 2 is an enlarged view of the control zone, and FIG. 3 is an overall schematic diagram showing a centralized control system. Fig. 4 is an enlarged view of the starting zone, Fig. 5 is a block diagram showing the starting control of the transport vehicle in the starting zone, Fig. 6 is an enlarged view of the main parts of the relay pump device, and Fig. 1 and the following are Another embodiment is shown, FIG. 7 is an overall schematic diagram, FIGS. 8 and 9 are enlarged views of important parts, FIG. 10 is an overall schematic diagram, and FIGS. An action explanatory diagram showing the start control of the transport vehicle,
Fig. 12 A to C are action explanatory diagrams showing the operation control status of the transport vehicle in the control zone, Fig. 13 is an overall schematic diagram, Fig. 14 A to Ho, and Fig. 15 A to Ho are pneumatic transport, respectively. FIG. 6 is an action explanatory diagram showing the operation control situation when a transport vehicle catches up or approaches abnormally in the middle of a pipe. 1... Transport vehicle, 2... Pneumatic pipeline, A,
JA2jA3・・・・・・Driving zone, Bl s B2
s B3... Control zone.

Claims (1)

[Claims] 1. A pneumatic pipe 2 through which a forced air flow that provides a propulsion force to the transport vehicle 1 is connected to a large number of travel zones AHs A2 s A3 . . . and control zones B1 .
B2. Consisting of B3..., each driving zone AI,
A2. A3 . . . does not have a control function regarding transport vehicle running, and each zone AI = A2-A3 . B2. B3...is...
Means for allowing the transport vehicle 1 to pass at high speed; means for braking, stopping, separating, and temporarily holding each transport vehicle 1 by control using only forced airflow or control using a linear motor; and means for re-accelerating and restarting each stopped transport vehicle. and means for controlling each control zone B, , B2. Regarding the transport vehicle running in B3..., normally the transport vehicle is passed at high speed, and in an emergency, the transport vehicle is braked, stopped, disconnected, and temporarily parked, and the stopped transport vehicle is re-accelerated and restarted. Forced air-type long-distance conveyance equipment is equipped with a central control device to control it as much as possible.