JPH0333543B2 - - Google Patents

Description

Detailed Description of the Invention [Industrial Field of Application] The present invention provides a method for forming a magnetic belt conveyor line by extending a desired number of magnetic belt conveyor units which are rotated by a driving source, and for traveling along the line. A moving body traveling on a road is equipped with a magnet having a steady magnetic force, and the magnetic attraction force between the magnet and the magnetic belt conveyor unit causes the moving body to follow the rotation of the unit, and at the same time, during acceleration and deceleration sections. The present invention relates to a magnetic continuous transport device in which a moving body is accelerated or decelerated by providing a speed difference between the circumferential speeds of adjacent magnetic belt conveyor units.

[Conventional technology]

In this type of continuous magnetic transport system (hereinafter referred to as CTM), an important issue is to smoothly accelerate and decelerate a moving body between magnetic belt conveyor units with different speeds in acceleration and deceleration sections. To those who tackled this type of problem
There is a CTM disclosed in Publication No. 23270. this
CTM controls the induction motor, which is the drive source of the magnetic belt conveyor unit on the rear side in the direction of approach, to rotate freely when a moving object passes between magnetic belt conveyor units running at different speeds. The moving body generates less sliding noise and can accelerate smoothly.

[Problem that the invention seeks to solve]

Conventional CTM acceleration/deceleration is related to control when moving between magnetic belt conveyor units, and there is almost no control over the driving force that corresponds to the increase/decrease in the moving object load on each magnetic belt conveyor unit. I was close to considering it. That is,
When transporting people using a light vehicle like a CTM vehicle (in principle, the only on-vehicle device is a small magnet device), the weight (theoretically, mass) of the vehicle varies between when the vehicle is empty and when it is full. The difference between when the car is empty and when it is full is 1:2 compared to 4:5 for conventional trains.On the other hand, the magnetic belt conveyor units are driven by induction motors, but the driving force of each magnetic belt conveyor unit is proportional to the moving weight. is not controlled. For this reason, when the moving weight (theoretically, the mass) changes, the acceleration/deceleration changes in a pulsating manner, resulting in poor ride comfort.

[Means for solving problems]

In the CTM according to the present invention, a magnetic belt conveyor line is formed by extending a desired number of magnetic belt conveyor units that are rotated by a driving source, and a moving body traveling on a traveling path along the line has a stationary A magnet having magnetic force is provided, and the magnetic attraction force between the magnet and the magnetic belt conveyor unit causes the movable body to follow the rotation of the unit, and
In a magnetic continuous transport device that accelerates and decelerates a moving object by setting a speed difference between the set rotational speeds of adjacent magnetic belt conveyor units in the acceleration/deceleration section, the moving weight (theoretically, the mass) Based on the detector, the output of the weight detector, and the characteristics of the induction motor that is the drive source of the magnetic belt conveyor unit installed in the acceleration/deceleration section, it is possible to determine the It is characterized by comprising a calculation circuit that calculates the voltage applied to the induction motor such that the operating points intersect, and a voltage regulator that adjusts the voltage applied to the induction motor based on the output of the calculation circuit.

[Effect]

In the CTM according to the present invention, even if the weight of the moving object changes due to the loading of cargo or passengers, or due to the direction of airflow, the operating points of the induction motors of adjacent magnetic belt conveyor units intersect. Therefore, when the moving body passes between magnetic belt conveyor units having speed differences between acceleration and deceleration sections, it is smoothly accelerated and decelerated.

〔Example〕

Fig. 1 is an explanatory diagram showing the arrangement of a CTM according to an embodiment of the present invention, Fig. 2 is a block diagram showing its control circuit, and Figs. 3 to 8 show characteristics for explaining the operation of the above CTM. It is a diagram.

In FIG. 1, reference numeral 10 denotes a moving body (not shown) supported by support wheels on the moving road surface, and is a single vehicle with independent functions or a train of multiple vehicles (hereinafter referred to as a train) in which a predetermined number of vehicles are connected. A magnet 11, which is always in an energized state, is provided at the bottom of the magnet. 20, 30, and 40 are simplified representations of magnetic belt conveyor units (hereinafter referred to as MBCU), and include magnetic belts (hereinafter referred to as MB) 21, 31, and 41, drive wheels 22, 32, and 4.
2. Consists of driven wheels 23, 33, 43, induction motors 24, 34, 44 (hereinafter referred to as IM) as a driving source, and a transmission mechanism (none of which are shown) that transmits the driving force to the MBCU. . these
It is assumed that the MBCUs 20, 30, and 40 are arranged in acceleration/deceleration sections, and are arranged in areas A, B, and C in the figure, respectively. Theoretically, a mass detector should be used, but within the earth's motion sphere, a weight detector may be used in practice, so a weight detector is used in each embodiment. The detector 50 is located immediately before the acceleration/deceleration section.
It is placed in the MBCU and detects the weight of the train 10 that is about to enter the same acceleration/deceleration section. Weight detector 50
The output is input to an arithmetic circuit 51 as shown in FIG. 2, where a predetermined arithmetic operation to be described later is performed. The output of the arithmetic circuit 51 is supplied to a voltage regulator 52, and the output voltage is applied to the induction motors 24, 34, 44 that drive the drive wheels 22, 32, 42. The same voltage is applied to the induction motors 24, 34, and 44, but each has different speed characteristics depending on the number of poles or the built-in speed change mechanism, and the MBCU driven by these motors has the speed shown in FIG. −
It shall have torque characteristics. That is, MBCU2
0 rotates at the set speed V1 when there is no load,
Its characteristics are designated by 20A. MBCU30
rotates at a set speed V2 when there is no load, and its characteristics are indicated by the symbol 30A. The MBCU 40 rotates at a set speed V3 when there is no load, and its characteristics are indicated by reference numeral 40A. In the acceleration section, V ₁ <V ₂ <V ₃ , and in the deceleration section, V ₁ >V ₂ >
It becomes _V3 .

In CTM configured as above, first,
The operation of the MBCU in a state in which the control circuit shown in FIG. 2 is not functioning, that is, in a case not according to the present invention will be described. For example, when the torque characteristics of the MBCU are set to the maximum and minimum average values of the train weight, other conditions such as the acceleration/deceleration force acting on the train as a disturbance due to the direction of the atmospheric flow relative to the direction of train movement,
When the floating force, pressing force, etc. are the same, and the train weight is at the above-mentioned average value, the acceleration state is as shown in FIG. 4. It moves to the next MBCU at the intersection of the speed-torque characteristics, and is smoothly accelerated as shown by reference numeral 4 in FIG. However, when the train is nearly empty, the weight of the train becomes significantly smaller, and other conditions are the same, a larger acceleration is obtained, and when moving to the next MBCU, it is accelerated as shown in Figure 5, compared to the case in Figure 4. accelerated to high speed. For this reason, the force applied to the train changes significantly, and its acceleration characteristics
As shown by reference numeral 6 in the figure, it becomes jerky. On the other hand, when the train is full, the acceleration obtained is smaller than when other conditions are the same, so the speed at which the train gets on and off becomes lower, as shown in Figure 6, and as shown by 5 in Figure 7, the acceleration of the train in this case is lower. Changes in the force received are small. In the case of deceleration section, 3rd, 4th,
Reread the speed V ₁ in Figures 5 and 6 as V ₃ and V ₃ as V ₁ , and
In the figure, the positional arrows can be read as C for A and A for C, respectively, from left to right and from right to left. Because of this, acceleration and deceleration are inevitably limited.

Next, a case will be described in which the control circuit shown in FIG. 2 is operated. The weight of the vehicle 10 is detected by the weight detector 50 provided before the acceleration section. The arithmetic circuit 51 calculates and sends out a voltage control signal that provides the characteristics shown in FIG. 4 based on the weight signal. The voltage regulator 52 adjusts the voltage based on the signal, and applies the voltage to each induction motor 24, 3.
4,44. Therefore, if the weight of the train is smaller than the weight of the most recently running train, the applied voltage is lowered as shown in Figure 5, so that the operating points of each MBCU intersect when getting on and off, as shown in Figure 8, for example. do. If the weight of the train is greater than the weight of the immediately preceding train, the applied voltage is increased so that the operating points of each MBCU intersect during the oscillation, as shown in FIG.

It should be noted that the applied voltage E and the train weight W have the relationship shown in the following equation, and since each induction motor is installed with predetermined motor characteristics,
The upper limit of the applied voltage is predetermined, so
Based on maximum train weight W _nax time.

E=K√ _nax However, K is a fixed constant determined depending on the induction machine used.

In addition, although the case of the acceleration section was explained in the above-mentioned embodiment, it goes without saying that the same applies to the deceleration section. Train weight is 0 ground speed
A designated section (generally at a station) departs from a predetermined section where cargo and passengers are loaded, unloaded, and alighted by maintaining (stopping) the vehicle, or a predetermined section (generally at a station) where a relative constant speed of 0 is maintained (not stopping) for cargo and passenger boarding and alighting. The time is determined by this time, and remains constant until the time reaches the predetermined section (a) and (b) above, where the next cargo/passenger is to be loaded, boarded, and alighted, and the loading, boarding, and alighting process begins.

Therefore, in case (a), the train weight detector is installed only at the designated MBCU that starts (accelerates) the train, and in case (b), it is installed only at the designated MBCU where the train is to start accelerating. Before entering the acceleration/deceleration section (including the acceleration/deceleration section sandwiching the curved slope section)
Providing it for each MBCU may be omitted. In this case, the MBCU is appropriately positioned so that the train length (the spacing between the front and rear ends of the magnetic pole faces of the supporting wheel magnets) and the relative position of the MBCU do not interfere with train weight detection and transmission of MBCU driving force to the train. In addition, a weight detector 50
may be attached to the vehicle 10, and a separate information line may be provided to transmit and control the information to the ground side.

〔Effect of the invention〕

As explained above, the present invention controls the voltage applied to the MBCU so that its operating points intersect when getting on and off the MBCU during an acceleration/deceleration section, making it possible to perform smooth acceleration/deceleration with small torque fluctuations. This makes the ride extremely comfortable.

[Brief explanation of drawings]

FIG. 1 is an explanatory diagram showing the arrangement of a CTM according to an embodiment of the present invention, FIG. 2 is a block diagram showing its control circuit, and FIGS. 3 to 8 explain the operation of the CTM. 10; Vehicle; 20, 30, 40; MBCU, 5
0: Weight detector, 51: Arithmetic circuit, 52: Voltage regulator.

Claims (1)

[Claims] 1. A magnetic belt conveyor line is formed by extending a desired number of magnetic belt conveyor units which are rotated by a driving source, and a moving body traveling on a traveling path along the line has a stationary A magnet with magnetic force is provided, and the magnetic attraction force between the magnet and the magnetic belt conveyor unit causes the moving body to follow the rotation of the unit, and in the acceleration/deceleration section, the moving body follows the rotation speed of the adjacent magnetic belt conveyor unit. In a magnetic continuous transportation device that accelerates or decelerates a moving object by providing a speed difference, a weight detector or a mass detector that detects the weight or mass of the moving object; and an output of the weight detector or mass detector. Based on the characteristics of the induction motor that is the drive source of the magnetic belt conveyor unit installed in the acceleration/deceleration section, the induction motor is designed such that the operating points of adjacent magnetic belt conveyor units intersect when a moving object transfers. A magnetic continuous transport device comprising: an arithmetic circuit that calculates an applied voltage; and a voltage regulator that adjusts a voltage applied to an induction motor based on the output of the arithmetic circuit.