JPH0138705B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a linear motor car transport device and the like, and particularly to a transport control system for a transport body (hereinafter referred to as a carrier).

A linear motor car transport device will be explained below as an example.

A linear motor car has multiple stators along the rails, and a secondary conductor on the carrier.
The carrier is transported on the rail by the driving force induced in the secondary conductor by the action of the magnetic force generated by the excitation of the stator.

The above-mentioned stator is normally provided at each station where the conveyed items are loaded/taken out, and by giving start and stop commands to the stator from the controller, the carrier can be conveyed from a predetermined station to the target station. can.

In the case of a financial institution, the station is incorporated into a mechanism such as a cash insertion machine, a cash dispensing machine, a cash storage machine, etc., and the carrier is evacuated from the rail and returned to the rail by a lift mechanism or the like.

In the above-mentioned transport device, it is impossible to stop or start the carrier outside the station, and to prevent collisions, only one carrier is allowed to be transported on the rail.

In other words, the carrier transport is carried out by restoring to the rail, traveling,
It consists of a shunting operation, and after confirming that the shunting of the carrier that has been instructed to travel has been completed, the restoring action of the carrier at another station is started. Therefore, if there are many transport requests from the station, the transport efficiency will decrease.

That is, the time required for evacuation and recovery cannot be ignored, and a more efficient transport control system is desired.

[Conventional technology]

A conventional example will be explained below.

First, an outline of an example of a linear motor car conveyance device will be explained using FIG. 2.

In FIG. 2a, 3 is a storage box for cash, etc., 4 is a support stand, 5 is a guide that has the function of running on the rail 1 by means of rollers 6, etc., 7 is a secondary conductor, and 3 to 7 are carriers. is configured.

A stator 2 is composed of an acceleration/deceleration motor, a stop motor, etc., and is driven by a station controller in the station. This stator 2 is incorporated into a cash insertion machine, a cash storage machine, etc. together with a lift mechanism.

Further, reference numerals 8a, 8b, . . . , 8d are rail elements, which are provided at four locations on the rail at the stop position of the station, and the carrier is supported by the rail element 8 for evacuation or recovery.

FIG. 2b is a sectional view of the lift mechanism, showing a state in which the carrier is stopped at the station.

The lift mechanism will be explained below.

In Fig. 2b, 20 and 21 are guide columns, 2
3 and 24 are slider blocks, 25 is a crank mechanism, 26 is a gear, and M2 is a lift motor.

That is, the carrier is supported by the slider blocks 23 and 24 together with the rail element 8, and the gear 26 is rotated by the rotation of the lift motor M2.
The crank mechanism 25 operates to move up and down together with the slider blocks 23, 24 connected thereto.

Completion of the lift operation is detected by switch SW2, and lift-down completion is detected by switch SW2, and lift-up completion is detected by switch SW3.

Reference numerals 27 and 28 are auxiliary rail mechanisms which replenish the rail element 8 to allow other carriers to pass when the carrier is lifted up together with the rail element 8, and are opened and closed by the auxiliary rail motor M1. Opening/closing of the auxiliary rail is confirmed by turning on/off switch SW1.

29 is the shutter, 30 is the shutter 29 and the lid 31 of the storage box 3 when the carrier has been lifted up.
M3 is a shutter motor.

That is, when the carrier is lifted up, the lid 31 of the storage box 3 is locked to the shutter 29, and the lid 31 of the storage box is opened and closed together with the shutter 29 by the shutter motor M3. SW4 is a switch for checking whether the shutter is open or closed.

The carrier is evacuated from the rail 1 and restored by the above mechanism.

The evacuation/recovery operation sequence in the above mechanism will be explained below.

(Evacuation operation) The evacuation operation is performed in the following order while confirming the completion of each operation.

(1) Stop confirmation (2) Lift up (3) Close auxiliary rail (4) Open shutter (recovery operation) After waiting with the shutter closed, the recovery operation is performed in the following order according to the transfer command.

(1) Open auxiliary rail (2) Lift down (3) Start When waiting with the shutter open, the shutter close operation is added.

Recovery start control will be explained using FIGS. 2c and 2d.

(1) When carrier CR1 arrives at station 11, station controller A
Control CR1 in the following order: stop → lift up → auxiliary rail close → shutter open, and after confirming the completion of the above operations,
The system controller 13 is notified of the evacuation completion.

(2) Based on the above notification, the system controller 13 sends a transport command for the carrier CR2 to the station controller B.

(3) Station controller B is Carrier CR
2 begins to be transported.

[Problems to be Solved by the Invention] As explained above, in the conventional transport control system, after the running carrier completes evacuation (shutter opening is completed), the restoring operation of the other carriers starts.
Although the carrier is in a state where it can run on the rail during the evacuation operation, it takes time to recover at other stations, resulting in a problem in that the transport efficiency decreases.

[Means for solving problems]

The above-mentioned conventional problems can be solved by the transport control system of the present invention, which has a control means that temporally overlaps the evacuation operation and restoring operation on the transport path in two or more stations.

[Effect]

In other words, the time required for evacuation and the time required for recovery are approximately the same, and if evacuation starts at one station and recovery at another station is started at the same time, by the time this carrier starts, evacuation is almost complete and it is ready to travel. It's summery.

〔Example〕

The mutual operation sequence of evacuation and recovery of the transport control system station according to the present invention will be explained below with reference to FIG. 1b.

FIG. 1b is a flow chart of the operations of the carrier CR1 in motion and the carrier CR2 in standby.

The symbols shown in Figure 2c are used.

(1) When carrier CR1 arrives at the station, the station controller A
1 and notifies the central unit of stop confirmation and lift-up start. (t2) Next, perform lift up → auxiliary rail close → shutter open while checking each operation.

(2) When the system controller 13 receives the above-mentioned stop/lift-up start report, the system controller 13 sends a carrier to the station controller B that has a transport request.
Sends a transport command for CR2.

(3) Station controller B is Auxiliary rail open → lift down → start perform the following actions.

In addition, evacuation 4 (lift-up) of carrier CR1
Since there is a possibility of a collision if the auxiliary rail closes, etc.), there is a possibility of a collision, the system controller 13 receives from the station controller A the completion of evacuation of the carrier (or the completion of the auxiliary rail closing) and gives permission for the carrier CR2 to start.

In other words, station controller B is the carrier
When starting CR2, confirm the start permission mentioned above and start the vehicle. .

As a result of the above, compared to the conventional method, the evacuation operation time (approximately t2 to t3 hours) and conveyance time can be shortened.
Therefore, conveyance efficiency can be improved.

Examples will be described below using figures.

FIG. 1a is a block diagram showing a part of the station controller and system configuration.
0 and 51 are station controllers having the same configuration, and 52 and 53 are stations equipped with a cash insertion machine, a cash dispensing machine, etc. The same symbols represent the same objects throughout all other figures.

In the station controllers 50 and 51, 60 is a station control unit that communicates with the system controller 13 and controls the travel control unit 64, mechanism control unit 65, etc. according to a program stored in the storage unit 61; A communication control unit 63 is an interface with a switch MW that inputs transport requests from an operator or the like.

The traveling control unit 64 controls the acceleration, deceleration, and stopping of the carrier, and as shown in FIG. detects the speed of the motor and drives the stator drive section 64a to perform running control.

When the approaching carrier is controlled to stop and the stop of the carrier is confirmed, evacuation operations such as lift-up are started, but at the same time, the traveling control unit 64 notifies the station control unit 60 and
reports the evacuation start to the system controller 13 through the communication control unit 62.

The mechanism control unit 65 operates each confirmation switch SW1 to SW4 according to the evacuation command from the station control unit 60.
While monitoring through interface 65f,
The auxiliary rail motor drive section 65c, the lift motor drive section 65d, and the shutter motor drive section 65e are respectively driven.

The control section 65a is composed of a microprocessor, etc., and controls each section according to a program stored in the storage section 65b.
When each operation is completed, the station control unit 60
Notify.

The station controller 50 described above,
51 and the system controller 13,
Carrier transport control will be explained below.

(1) The station controller 50 performs stop control while detecting the speed of the approaching carrier CR1, and notifies the system controller 13 of the stop confirmation lift-up start.

(2) The system controller 13 confirms the start of evacuation of the carrier CR1 based on the above notification, specifies the starting station 53 and the destination station of the carrier CR2, and sends a transport command for the carrier CR2 to each station controller therebetween.

(3) In the station controller 52, the carrier
After the CR1 has stopped, the carrier CR1 continues to perform the evacuation operation, that is, lift up → close the auxiliary rail → open the shutter lid, and send each operation completion report to the system controller 13 as required.

(4) Station controller 51 of the starting station 53 that received the transport command for the carrier CR2
Perform the recovery operation of carrier CR2 by opening the auxiliary rail → lift down, and after confirming the completion of the above recovery operation,
The carrier CR2 is started.

In addition, for the above-mentioned start, confirm the start permission sent by the system controller 13 (Fig. 1 b-t2')
and start the car.

(5) At the destination station, the carrier CR2 is stopped, and the system controller 13 is notified of the stoppage confirmation. Then the carrier CR
2 continues the evacuation operation, and notifies the system controller 13 of the completion of each part's operation.

With the above-described operation, the carrier can be started by starting the evacuation of the preceding carrier.

Although an embodiment has been described above regarding a linear motor car transport device, for example, if it has a branch road, it is possible to perform the same control as in the embodiment, such as starting recovery upon entering a branch road.

〔Effect of the invention〕

As explained above, when the traveling carrier is confirmed to have stopped, the subsequent carrier transport command is issued.
The conveyance time can be shortened by the amount of time for the preceding carrier to retreat, and the effect of improving conveyance efficiency can be expected.

[Brief explanation of drawings]

FIG. 1a is a block diagram of a station controller and system showing an embodiment of the present invention;
Figure b is a flowchart of conveyance control, Figure 2a is an explanatory diagram of the linear motor car, Figure 2b is a sectional view of the lift mechanism, Figure 2c is a system configuration diagram, and Figure 2d is conventional conveyance control. This is a flowchart of the method. In the figure, 13 is a system controller, 50 and 51 are station controllers, 60 is a station control section, 62 is a communication control section, 63 and 65f are interfaces, 64 is a travel control section, 65 is a mechanism control section, and S1 to S are The speed detector, SW1 to SW4 are confirmation switches, and MW is a transfer request switch.

Claims (1)

[Claims] 1. A transport control method for a transport device having a plurality of stations having a lift mechanism for retracting and restoring a transport body with respect to a transport path, and a plurality of transport bodies traveling on the transport path, the method comprising: A conveyance control method characterized by having a control means that temporally overlaps a shunting operation and a restoring operation on a conveyance path.