JPH0359870B2 - - Google Patents
Info
- Publication number
- JPH0359870B2 JPH0359870B2 JP18069984A JP18069984A JPH0359870B2 JP H0359870 B2 JPH0359870 B2 JP H0359870B2 JP 18069984 A JP18069984 A JP 18069984A JP 18069984 A JP18069984 A JP 18069984A JP H0359870 B2 JPH0359870 B2 JP H0359870B2
- Authority
- JP
- Japan
- Prior art keywords
- train
- force
- magnetic belt
- belt conveyor
- magnet means
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000001133 acceleration Effects 0.000 claims description 25
- 238000000034 method Methods 0.000 claims description 9
- 230000008878 coupling Effects 0.000 claims description 8
- 238000010168 coupling process Methods 0.000 claims description 8
- 238000005859 coupling reaction Methods 0.000 claims description 8
- 238000001514 detection method Methods 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000006698 induction Effects 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000007779 soft material Substances 0.000 description 1
- 238000001179 sorption measurement Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、地上に所定の固有の回動速度をもつ
磁性ベルトコンベアユニツトを所定の間隔で配置
し、複数に連結された車両列あるいは単車両（以
下両者を列車という）に磁石手段を設備し、この
磁石手段と磁性ベルトコンベアユニツトの磁性ベ
ルト即ち、通常磁界中で磁化され、非磁界中では
消磁される、鉄鋼等に代表される軟磁性金属材片
を所定形状、所定間隔で、高抗張力で無端状ベル
トに装着したベルト間の磁気吸着力による摩擦に
よつて磁性ベルトの回動に追従して列車が索引さ
れる加減速区間を含む磁石式連続輸送システム
（以下CTMという）の列車加減速方法に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention provides magnetic belt conveyor units that have a predetermined inherent rotational speed and are arranged on the ground at predetermined intervals. A vehicle (hereinafter both referred to as a train) is equipped with a magnet means, and the magnet means and the magnetic belt of the magnetic belt conveyor unit are made of soft material such as steel, which is normally magnetized in a magnetic field and demagnetized in a non-magnetic field. This is an acceleration/deceleration section in which a train is indexed by following the rotation of the magnetic belt by the friction caused by the magnetic adsorption force between the belts, which are made of magnetic metal pieces in a predetermined shape and at a predetermined interval, and are attached to an endless belt with high tensile strength. This article relates to a method for accelerating and decelerating trains in magnetic continuous transportation systems (hereinafter referred to as CTM).
従来この種のCTMの加減速は、回動速度の異
なる磁性ベルトコンベアユニツトを所定の間隔、
例えば、同一出願人による特願昭57−225818号
（特開昭59−11856号）（昭和57年12月24日出願）
に示されているように、先後部所定数の車両に設
備された磁石手段の内、いずれか一方の磁石手段
が磁性ベルトコンベアユニツトの磁性ベルトに磁
気吸着することができるような間隔で連続的に配
置し、列車進行方向に沿つて、加速区間では磁性
ベルトコンベアユニツトは回動速度の遅いものか
ら速いものへと、減速区間では速いものから遅い
ものへと配置されている。この場合、通常定位置
或いは任意位置での列車停止、起動等ができるよ
うに、磁性ベルトコンベアユニツトの配置間隔を
磁性ベルトに吸着する列車前部磁石先端と後部磁
石後端との間の長き（以下列車長という）との比
較において、上記列車磁石が速度差のある相隣な
る２つの磁性ベルトにまたがるように列者長より
所定値短くしてある。このため、加速の時につい
てみると、列車が進行方向に対して前方の速い磁
性ベルトコンベアユニツトにより加速され、後方
の遅い磁性ベルトコンベアユニツトの回動速度を
超えると、前記遅い磁性ベルトコンベアユニツト
は、速い磁性ベルトコンベアユニツトの駆動力を
列車、直接的には磁性ベルトに磁気吸着した磁石
を介して受け、設定速度を超えた速度で回動する
ようになる。このとき、磁性ベルトコンベアユニ
ツトの駆動源には一般的にインダクシヨンモータ
が使用されている（例えば特願昭54−54422号
（特開昭55−151410号）ので、遅い磁性ベルトコ
ンベアユニツトには制動力が発生して速い磁性ベ
ルトコンベアユニツトの駆動力が減殺され、列車
の得べかりし加速度が減少してしまうことにな
る。
Conventionally, acceleration/deceleration of this type of CTM was performed by moving magnetic belt conveyor units with different rotational speeds at predetermined intervals.
For example, Japanese Patent Application No. 57-225818 (Japanese Unexamined Patent Publication No. 11856-1982) filed on December 24, 1982 by the same applicant.
As shown in Fig. 2, among the predetermined number of magnet means installed in the front and rear vehicles, one of the magnet means is placed continuously at intervals such that one of the magnet means can be magnetically attracted to the magnetic belt of the magnetic belt conveyor unit. Along the direction of train travel, the magnetic belt conveyor units are arranged from slow to fast in the acceleration section, and from fast to slow in the deceleration section. In this case, the arrangement interval of the magnetic belt conveyor unit is set to a long distance between the front end of the train magnet and the rear end of the rear magnet, which are attracted to the magnetic belt, so that the train can be stopped or started at a normal fixed position or an arbitrary position. In comparison with the train length (hereinafter referred to as train length), the train length is made shorter by a predetermined value so that the train magnet straddles two adjacent magnetic belts with different speeds. Therefore, when accelerating, when the train is accelerated by the faster magnetic belt conveyor unit in the front in the direction of travel and exceeds the rotating speed of the slower magnetic belt conveyor unit in the rear, the slower magnetic belt conveyor unit The driving force of the fast magnetic belt conveyor unit is received by the train, directly through the magnets magnetically attracted to the magnetic belt, and the train rotates at a speed exceeding the set speed. At this time, since an induction motor is generally used as the drive source of the magnetic belt conveyor unit (for example, Japanese Patent Application No. 54-54422 (1983-151410)), it is not suitable for slow magnetic belt conveyor units. The braking force is generated and the driving force of the fast magnetic belt conveyor unit is reduced, resulting in a decrease in the acceleration that the train should be able to achieve.
更に、列車が進行して遅い磁性ベルトコンベア
ユニツトの磁性ベルトとの列車磁性吸着面かより
短くなると、その静摩擦力が速い磁性ベルトコン
ベアユニツトの駆動力より小さくなり、そして制
動力は静摩擦から動摩擦へ変わるため、制動力が
急に小さくなる。このため、列車の加速度が急増
し、特に乗客の乗り心地悪化をもたらしていた。 Furthermore, as the train progresses and the magnetic attraction surface of the train with the magnetic belt of the slow magnetic belt conveyor unit becomes shorter, the static friction force becomes smaller than the driving force of the fast magnetic belt conveyor unit, and the braking force changes from static friction to dynamic friction. As a result, the braking force suddenly decreases. As a result, the acceleration of the train increases rapidly, causing a particularly uncomfortable ride for passengers.
一方、減速の時は上記加速時の現象が得べから
ざる加速力として作用し、減速度の急増を招き乗
客の乗り心地悪化をもたらしていた。 On the other hand, during deceleration, the above-mentioned phenomenon during acceleration acts as an unobtainable accelerating force, leading to a rapid increase in deceleration and deterioration of ride comfort for passengers.
本発明は、上述の従来技術の問題を解決するた
めになされたものであり、加速時又は減速時に不
用な制動力または加速力が発生せず、円滑な加速
又は減速を可能にしたCTMの列車加減速方法を
得ることを目的とするものである。 The present invention was made to solve the problems of the prior art described above, and provides a CTM train that does not generate unnecessary braking or accelerating force during acceleration or deceleration and enables smooth acceleration or deceleration. The purpose is to obtain an acceleration/deceleration method.
本発明に係るCTMの列車加減速方法は以下の
とおりの特徴を有する。
The CTM train acceleration/deceleration method according to the present invention has the following features.
すなわち、車両間を連結装置を介して相互連結
した固定編成列車の先頭の車両の前方磁石手段
が、列車進行方向に対して前方の磁性ベルトコン
ベアユニツトの磁性ベルトに磁気吸着したとき、
後方の磁性ベルトコンベアユニツト上にある車両
のうち、最前部の車両とそれより少なくとも直近
前方にある車両間を結ぶ連結装置に組み込まれた
力検知器の出口が所定の引張力又は圧縮力を越え
たとき、該力検知器より後方にある、磁石手段と
して少なくとも電磁石を設備した車両の電磁石へ
の電力供給をしや断する。 That is, when the front magnet means of the leading car of a fixed train, in which the cars are interconnected via a coupling device, is magnetically attracted to the magnetic belt of the magnetic belt conveyor unit in front of the train in the direction of train travel,
Among the vehicles on the rear magnetic belt conveyor unit, the outlet of the force detector built into the coupling device connecting the frontmost vehicle and at least the vehicle immediately ahead of it exceeds a predetermined tensile or compressive force. When this occurs, the power supply to the electromagnet of a vehicle equipped with at least an electromagnet as a magnet means, which is located behind the force detector, is cut off.
従つて、加速の時についてみると、列車の先頭
の車両前部の磁石が列車進行方向前方の磁性ベル
トコンベアユニツトの磁性ベルトに磁気吸着する
までは、後方の磁性ベルトコンベアユニツトによ
り押し出されるようにして列車が進むので、前記
力検知器に圧縮力を作用する。そして、先頭の車
両磁石が前方の磁性ベルトコンベアユニツトの磁
性ベルトに磁気吸着すると、当該磁性ベルトコン
ベアユニツトの回動速度は後方のそれよりも速い
ので、前記力検知器に大きな引張り力が作用す
る。このときの引張り力に基づいて、前記力検知
器より後方にある車両の電磁石への給電をしや断
するので、後方の磁性ベルトコンベアユニツトに
よる影響が減殺される。 Therefore, when accelerating, the magnet at the front of the leading car is pushed out by the magnetic belt conveyor unit at the rear until it is magnetically attracted to the magnetic belt of the magnetic belt conveyor unit at the front in the train's direction of travel. As the train moves forward, a compressive force is applied to the force detector. When the leading vehicle magnet magnetically attracts the magnetic belt of the magnetic belt conveyor unit in front, the rotating speed of the magnetic belt conveyor unit is faster than that in the rear, so a large tensile force acts on the force detector. . Based on the tensile force at this time, the power supply to the electromagnet of the vehicle behind the force detector is cut off, so that the influence of the rear magnetic belt conveyor unit is reduced.
また、減速の時についてみると、列車の先頭の
車両前部の磁石が前方の磁性ベルトコンベアユニ
ツトの磁性ベルトに磁気吸着するまでは、後方の
磁性ベルトコンベアユニツトにより引つ張られな
がらも列車が進むので前記力検知器に引張力が作
用する。そして、先頭の車両前部の磁石が前方の
磁性ベルトコンベアユニツトの磁性ベルトに磁気
吸着すると、当該磁性ベルトコンベアユニツトの
回動速度は後方のそれよりも遅いので、前記力検
知器に大きな圧縮力が作用する。このときの圧縮
力に基づいて、前記力検知器より後方にある車両
の電磁石への給電をしや断するので、後方の磁性
ベルトコンベアユニツトによる影響が減殺され
る。 Furthermore, when decelerating, the train continues to move while being pulled by the magnetic belt conveyor unit at the rear until the magnet at the front of the leading car is magnetically attracted to the magnetic belt of the magnetic belt conveyor unit at the front. As it advances, a tensile force acts on the force sensor. When the magnet at the front of the leading vehicle magnetically attracts the magnetic belt of the front magnetic belt conveyor unit, the rotating speed of the magnetic belt conveyor unit is slower than that of the rear magnetic belt conveyor unit, so a large compressive force is applied to the force detector. acts. Based on the compressive force at this time, the power supply to the electromagnet of the vehicle behind the force detector is cut off, so that the influence of the rear magnetic belt conveyor unit is reduced.
更に、加速及び減速のいずれの場合も、列車が
後方の磁性ベルトコンベアユニツトから抜け出る
ころ、列車が前方の磁性ベルトコンベアユニツト
の設定速度に近づくので引張力又は圧縮力が小さ
くなる。これにより再び電磁石への給電が始ま
る。 Furthermore, in both cases of acceleration and deceleration, when the train leaves the magnetic belt conveyor unit at the rear, the tensile or compressive force becomes smaller as the train approaches the set speed of the magnetic belt conveyor unit at the front. This starts power supply to the electromagnet again.
本発明の実施例を図面に基づいて説明する。第
１図は本発明の対象となつているCTMを示す模
式図、第２図は本発明の一実施例に係る方法を実
施するための制御回路のブロツク図である。
Embodiments of the present invention will be described based on the drawings. FIG. 1 is a schematic diagram showing a CTM that is the object of the present invention, and FIG. 2 is a block diagram of a control circuit for implementing a method according to an embodiment of the present invention.
第１図において、１０，１１は磁性ベルトコン
ベアユニツト（以下MBCUという）で、２０は
列車（進行方向は図の左から右の方向）である。
列車２０は車両２１，２２，２３から構成されて
おり、これらの車両２１，２２，２３は適当な連
結装置、本実施例ではその一例である連結棒２
４，２５によつて連結されている。また、各車両
２１，２２，２３の下部には磁石手段としての電
磁石２１ａ，２２ａ，２３ａが取り付けられてい
る。なお、電磁石２１ａ，２２ａ，２３ａには、
図示しないが、給電線の分岐点、トロリ線及び集
電子を介して励磁電力が供給され、さらに、開閉
制御され得る開閉器を備えているものとする。２
６は力検知器で、連結棒２５に組み込まれてい
る。本実施例では列車の磁石手段を電磁石でのみ
構成した例を示したが、符号２１ａ，２２ａで示
されるものは永久磁石或いは永久磁石と電磁石の
ハイブリツド形でもよく、２３ａについては永久
磁石と電磁石のハイブリツド形でよい。また、磁
石手段は数個に分割し、これを１組としてもよ
い。 In FIG. 1, 10 and 11 are magnetic belt conveyor units (hereinafter referred to as MBCU), and 20 is a train (the traveling direction is from left to right in the figure).
The train 20 is composed of cars 21, 22, 23, and these cars 21, 22, 23 are connected to a suitable connecting device, in this embodiment, an example is a connecting rod 2.
4 and 25. Further, electromagnets 21a, 22a, 23a as magnet means are attached to the lower part of each vehicle 21, 22, 23. In addition, the electromagnets 21a, 22a, 23a include
Although not shown, excitation power is supplied through a branch point of a power supply line, a contact wire, and a current collector, and a switch that can be controlled to open and close is further provided. 2
6 is a force detector, which is incorporated into the connecting rod 25. In this embodiment, an example is shown in which the magnet means of the train is composed only of electromagnets, but those indicated by reference numerals 21a and 22a may be permanent magnets or a hybrid type of permanent magnets and electromagnets, and 23a is a combination of permanent magnets and electromagnets. A hybrid type is fine. Further, the magnet means may be divided into several parts and each set may be made into one set.
なお連結装置すなわち連結棒２４，２５の取付
位置は、車両の主たる構成要素である台車、車
体、磁石手段、或いは車両支承転動手段（車輪）
等の内、車体間、台車間、相隣なる車両の磁石手
段間、或いは相隣なる直近車両の車体前後部を同
時に支承し、両者を連結する連結台車内等、所定
値以上の引張力又は圧縮力を確実に検知でき、力
検知器２６を不都合なく組み込まれる場所であれ
ば良い。従つて、列車が単車両編成の場合には、
同一車両の前後部磁石を、或いはこれらの磁石が
それぞれ取付けられた独立台車を連結装置で連結
し、それに力検知器２６を組み込むようにする。 The attachment position of the coupling device, that is, the coupling rods 24 and 25, is determined by the main components of the vehicle, such as the truck, the car body, the magnet means, or the vehicle support rolling means (wheels).
A tensile force of more than a predetermined value or Any location may be used as long as the compressive force can be reliably detected and the force detector 26 can be installed without any inconvenience. Therefore, if the train consists of a single car,
The front and rear magnets of the same vehicle or the independent carts to which these magnets are respectively attached are connected by a connecting device, and the force detector 26 is incorporated therein.
一方、第２図において、４１，４２は可変抵抗
器、４３，４４は比較器、４５はパルス発振器、
４６はアンド回路、４７は再トリガー可能な単安
定マルチバイブレータ、４８は加速時と減速時の
切替を行う切替器である。 On the other hand, in FIG. 2, 41 and 42 are variable resistors, 43 and 44 are comparators, 45 is a pulse oscillator,
46 is an AND circuit, 47 is a retriggerable monostable multivibrator, and 48 is a switch for switching between acceleration and deceleration.
次に、第１図及び第２図を参照しながら加速時
の動作の動作を説明する。 Next, the operation during acceleration will be explained with reference to FIGS. 1 and 2.
MBCU１０，１１の回転速度V10，V11は、V10
＞V11の関係となつており、引張力が正、圧縮力
が負の極性を与えられているものとする。更に、
切替器４８は加速時には比較器４３の出力のみを
通す側に切替えられているものとする。力検知器
２６の出力は制御回路の入力部に与えられる。可
変抵抗器４１は所定の引張力に相当する正の電位
を設定しており、また、可変抵抗器４２は所定の
圧縮力に相当する負の電位を設定している。 The rotation speeds V 10 and V 11 of MBCU 10 and 11 are V 10
＞V 11 , and the tensile force is given positive polarity and the compressive force is given negative polarity. Furthermore,
It is assumed that the switch 48 is switched to the side that only passes the output of the comparator 43 during acceleration. The output of the force sensor 26 is provided to an input of the control circuit. The variable resistor 41 is set to a positive potential corresponding to a predetermined tensile force, and the variable resistor 42 is set to a negative potential corresponding to a predetermined compressive force.
このため、列車２０が進行して車両２１の前部
磁石手段としての電磁石２１ａがMBCU１０の
磁性ベルトに磁気吸着するまでは、車両２１，２
２，２３はMBCU１１により押し出されるよう
にして移動するので、力検知器２６には圧縮力が
作用し、比較器４３の出力はロールベルとなつて
たままである。一方、比較器４４の出力はハイレ
ベルになつても切替器４８により阻止されるの
で、車両２３の電磁石２３ａへの給電は継続され
る。 Therefore, until the train 20 advances and the electromagnet 21a serving as the front magnet means of the vehicle 21 is magnetically attracted to the magnetic belt of the MBCU 10, the vehicles 21, 2
2 and 23 move as if pushed out by the MBCU 11, a compressive force acts on the force detector 26, and the output of the comparator 43 remains as a roll bell. On the other hand, even if the output of the comparator 44 becomes high level, it is blocked by the switch 48, so that power supply to the electromagnet 23a of the vehicle 23 is continued.
次に、車両２１の電磁石２１ａがMBCU１０
の磁性ベルトに磁気吸着すると、V10＞V11なの
で車両はMBCU１０の回動に追従して加速しよ
うとする。このとき、V10＞V11であるから、力
検知器２６には引張力が作用し、それは第２図の
制御回路の入力部に供給され、比較器４３で設定
値と比較される。力検知器２６の出力が設定値よ
り大となれば比較器４３には出力が現われる。一
方、パルス発振器４５は、力を検出したい時間の
間隔を示すクロツク信号を送出しており、例えば
１秒毎に検出する場合には１秒毎に１回ローレベ
ルからハイレベルへ立上がるような波形のクロツ
ク信号を送出する。比較器４３の出力はパルス発
振器４５からのクロツク信号があつたとき、アン
ド回路４６を介して単安定マルチバイブレータ４
７に与えられ、所定の時間だけＱ出力をハイレベ
ルにする。この所定時間は、クロツク信号の周期
より少し長い時間に設定されており、このため、
比較器４３の出力がある限り、Ｑ出力が所定時間
経過して立下がる前に、アンド回路４６にトリガ
ーが与えられて、再びその時点から所定時間Ｑ出
力がハイレベルにあることになる。そして、この
ハイレベルのＱ出力により電磁石２３ａの開閉器
（図示せず）をしや断して開放するこのにより電
磁石２３ａへの給電を切り、制動力の発生原因と
なる上記電磁石２３ａが消磁される。 Next, the electromagnet 21a of the vehicle 21 is connected to the MBCU 10.
When the MBCU 10 is magnetically attracted to the magnetic belt, the vehicle tries to accelerate by following the rotation of the MBCU 10 because V 10 >V 11 . At this time, since V 10 >V 11 , a tensile force acts on the force detector 26, which is supplied to the input of the control circuit shown in FIG. 2 and compared with a set value by the comparator 43. When the output of the force detector 26 becomes larger than the set value, an output appears on the comparator 43. On the other hand, the pulse oscillator 45 sends out a clock signal indicating the time interval at which force is to be detected. Sends a waveform clock signal. When the clock signal from the pulse oscillator 45 is applied, the output of the comparator 43 is sent to the monostable multivibrator 4 via the AND circuit 46.
7 and makes the Q output high level for a predetermined period of time. This predetermined time is set to be slightly longer than the period of the clock signal, and therefore,
As long as there is an output from the comparator 43, a trigger is given to the AND circuit 46 before the Q output falls after a predetermined period of time has elapsed, and from that point on, the Q output remains at a high level for a predetermined period of time again. Then, this high-level Q output causes the switch (not shown) of the electromagnet 23a to be cut off and opened, thereby cutting off the power supply to the electromagnet 23a and demagnetizing the electromagnet 23a, which is the cause of the generation of braking force. Ru.
次に、列車がMBCU１０により加速され、
MBCU１０の設定速度に近づくと、第３図に示
すように発生する駆動トルクＴが小さくなる為、
力検知器２６に作用する張力は弱くなり、比較器
４３の出力はバイレベルからローレベルとなるの
で単安定マルチバイプレータ４７のＱ出力がロー
レベルになり、これにより上記開放された開閉器
が閉じて再び電磁石２３ａへの給電が始まる。 Next, the train is accelerated by MBCU10,
As the set speed of the MBCU 10 approaches, the generated driving torque T decreases as shown in Figure 3.
The tension acting on the force detector 26 becomes weaker, and the output of the comparator 43 goes from bilevel to low level, so the Q output of the monostable multiviprator 47 goes to low level, which causes the opened switch to open. After closing, power supply to the electromagnet 23a starts again.
以上の説明は加速時の場合であるが、減速時の
場合も同様であり、この場合は第２図の制御回路
において、切替器４８によつて比較器４４の出力
のみを選択して出力するようにする。そして、圧
縮力の変化を力検知器２６により検出して比較器
４４を介して電磁石２３ａのオン・オフ制御を行
う。 The above explanation applies to the case of acceleration, but the same applies to the case of deceleration. In this case, in the control circuit shown in FIG. 2, only the output of the comparator 44 is selected and outputted by the switch 48. Do it like this. Then, a change in the compressive force is detected by the force detector 26, and the electromagnet 23a is controlled to be turned on or off via the comparator 44.
切替器４８を動作させる切替信号は、本発明を
実施する際最も都合の良い或いは入手し易い信号
によればよく特に限定されるものでない。例えば
車両にリミツトスイツチを取付けておき、切替器
４８を切替信号が来る度に比較器４３側、比較器
４４側へと反転する構成とし、走行路に沿つて切
替が必要な場所にリミツトスイツチを作動させる
ストライカを取付けておけば良い。また、単純な
線路構成で、加速、減速を駅の前後だけしか行わ
ない場合には、加速する為のMBCUの数は決ま
つているので、出力信号をカウントし加速終了を
検知してもよいし、タイマを用いて加速に要する
時間終了の予測値をセツトしておき、駅出発時に
タイマを駆動し、タイムアツプにより加速終了を
検出してもよい。勿論、本発明は駅の前後だけで
なく、曲線、上下勾配、分岐入出端部、同近傍に
おける制限最高速度以下の所定速度への減速、同
所定速度からの加速、駅間での減速停止、加速再
起動についても、上述の実施例と同様になされ
る。 The switching signal for operating the switching device 48 is not particularly limited, and may be any signal that is most convenient or easily available when implementing the present invention. For example, a limit switch is installed on the vehicle, and the switch 48 is configured to reverse to the comparator 43 side and the comparator 44 side each time a switching signal is received, and the limit switch is activated at a location along the travel route where switching is required. Just attach a striker. In addition, if the track configuration is simple and acceleration and deceleration are performed only before and after stations, the number of MBCUs for acceleration is fixed, so the end of acceleration may be detected by counting the output signals. However, a timer may be used to set a predicted value for the end of the time required for acceleration, the timer may be driven at the time of departure from the station, and the end of acceleration may be detected by time-up. Of course, the present invention is applicable not only to the front and back of a station, but also to curves, vertical slopes, branch entry/exit ends, deceleration to a predetermined speed below the maximum speed limit in the vicinity, acceleration from the same predetermined speed, deceleration and stop between stations, The accelerated restart is also performed in the same manner as in the above embodiment.
以上の説明から明らかなように、本発明に係る
方法によれば、加速時又は減速時に列車が回動速
度の異なつた磁性ベルトコンベアユニツトにまた
がつたとき、後方の磁性ベルトコンベアユニツト
に対応する電磁石への給電をしや断することで、
前記の後方の磁性ベルトコンベアユニツトの影響
を減殺するようにしたので、円滑な加速又は減速
が可能となつている。
As is clear from the above explanation, according to the method according to the present invention, when a train straddles magnetic belt conveyor units with different rotational speeds during acceleration or deceleration, the magnetic belt conveyor unit corresponding to the rear magnetic belt conveyor unit By quickly cutting off the power supply to the electromagnet,
Since the influence of the rear magnetic belt conveyor unit is reduced, smooth acceleration or deceleration is possible.
第１図は本発明の対象となつているCTMを示
す模式図、第２図は本発明の一実施例に係る方法
を実施するための制御回路のブロツク図、第３図
はインダクシヨンモータの特性図である。
１０，１１……磁性ベルトコンベアユニツト
（MBCU）、２０……列車、２１，２２，２３…
…車両、２１ａ，２２，２３ａ……電磁石、２
４，２５……連結棒（連結装置）、２６……力検
知器。
Fig. 1 is a schematic diagram showing a CTM that is the object of the present invention, Fig. 2 is a block diagram of a control circuit for carrying out a method according to an embodiment of the present invention, and Fig. 3 is a diagram of an induction motor. It is a characteristic diagram. 10, 11... Magnetic belt conveyor unit (MBCU), 20... Train, 21, 22, 23...
...Vehicle, 21a, 22, 23a...Electromagnet, 2
4, 25...Connection rod (connection device), 26...Force detector.
Claims (1)
編成列車の先頭の車両の前方磁石手段が、列車進
行方向に対して前方の磁性ベルトコンベアユニツ
トの磁性ベルトに磁気吸着したとき、後方の磁性
ベルトコンベアユニツト上にある車両のうち、最
前部の車両とそれより少なくとも直近前方にある
車両間を結ぶ連結装置に組み込まれた力検知器の
出力が所定の引張力又は圧縮力を越えたとき、該
力検知器より後方にある、磁石手段として少なく
とも電磁石を設備した車両の電磁石への電力供給
をしや断することを特徴とする磁石式連続輸送シ
ステムの列車加減速方法。 ２ 単車両編成の列車において、後方磁石手段に
は少なくとも電磁石を含み、該磁石手段と前方磁
石手段とを連結装置で連結し、該連結装置には力
検知器を組み込んだ特許請求の範囲第１項記載の
磁石式連続輸送システムの列車加減速方法。 ３ 前方磁石手段がそれぞれ別個に装着された独
立台車を連結装置で連結し、該連結装置に力検知
を組み込んだ特許請求の範囲第２項記載の磁石式
連続輸送システムの列車加減速方法。[Scope of Claims] 1. The front magnet means of the leading car of a fixed train in which the cars are interconnected via a coupling device is magnetically attracted to the magnetic belt of the magnetic belt conveyor unit in front of the train in the direction of train movement. When the output of the force detector built into the coupling device connecting the frontmost vehicle and at least the vehicle immediately ahead of the vehicles on the rear magnetic belt conveyor unit reaches a predetermined tensile or compressive force. A train acceleration/deceleration method for a magnetic continuous transportation system, characterized in that when the force exceeds the force detector, power supply to an electromagnet of a vehicle equipped with at least an electromagnet as a magnet means is cut off behind the force detector. 2. In a single-car train, the rear magnet means includes at least an electromagnet, the magnet means and the front magnet means are connected by a coupling device, and the coupling device incorporates a force detector. Train acceleration/deceleration method for the magnetic continuous transportation system described in Section 1. 3. A method for accelerating and decelerating a train in a magnetic continuous transportation system according to claim 2, wherein independent bogies each having front magnet means attached separately are connected by a connecting device, and force detection is incorporated in the connecting device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18069984A JPS6160365A (en) | 1984-08-31 | 1984-08-31 | Method of changing speed of magnet type continuous transportsystem |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18069984A JPS6160365A (en) | 1984-08-31 | 1984-08-31 | Method of changing speed of magnet type continuous transportsystem |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6160365A JPS6160365A (en) | 1986-03-28 |
| JPH0359870B2 true JPH0359870B2 (en) | 1991-09-11 |
Family
ID=16087762
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18069984A Granted JPS6160365A (en) | 1984-08-31 | 1984-08-31 | Method of changing speed of magnet type continuous transportsystem |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6160365A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1458121A2 (en) | 2003-02-07 | 2004-09-15 | Victor Company Of Japan, Ltd. | Optical wireless communications system |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01148653A (en) * | 1987-12-07 | 1989-06-12 | Jisouki Kaihatsu:Kk | Magnetically driven transporting device |
-
1984
- 1984-08-31 JP JP18069984A patent/JPS6160365A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1458121A2 (en) | 2003-02-07 | 2004-09-15 | Victor Company Of Japan, Ltd. | Optical wireless communications system |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6160365A (en) | 1986-03-28 |
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