Conveyance apparatus

Abstract

Provided is a drive device of an automatic travel elevator capable of moving a car in a vertical direction and a horizontal direction with a simple structure. The drive device of the automatic travel elevator includes a rotating body coupled to a back surface of a car chamber in a rotatable manner, and a wheel disposed on the rotating body on the back surface side of the car chamber in a manner of sandwiching a guide surface of a track, wherein when the track has a length direction as a vertical direction, a force to move the car chamber in the vertical direction is generated by friction with the track, and when the track has a length direction as a horizontal direction, a force to move the car chamber in the horizontal direction is generated by friction with the track.

Description

Technical Field

[0001] This disclosure relates to a drive device for an automated guided elevator. Background Technology

[0002] Patent document 1 discloses an elevator system in which the car moves in both the vertical and horizontal directions.

[0003] Prior art literature

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 6-48672 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, in the elevator system disclosed in Patent Document 1, the car moves under the driving force of a linear motor. Therefore, the system used to move the car becomes complex.

[0008] This disclosure was made to solve the aforementioned problems. The object of this disclosure is to provide a drive device for an automatic travel elevator that can move the car in the vertical and horizontal directions with a simple structure.

[0009] Solution for solving the problem

[0010] The drive unit of the automatic travel elevator disclosed herein includes: a rotating body rotatably connected to the back of the car compartment; and wheels disposed on the rotating body on the back side of the car compartment in a manner that clamps a guide surface of a track. When the track is vertical in the length direction, a force is generated by friction with the track to move the car compartment in the vertical direction, and when the track is horizontal in the length direction, a force is generated by friction with the track to move the car compartment in the horizontal direction.

[0011] The effects of the invention

[0012] According to this disclosure, multiple wheels are configured to clamp a guide surface of the rail. When the rail has its length direction as vertical, the multiple wheels generate a force that moves the car chamber in the vertical direction through friction with the rail. When the rail has its length direction as horizontal, the multiple wheels generate a force that moves the car chamber in the horizontal direction through friction with the rail. Therefore, the car can be moved in both the vertical and horizontal directions with a simple structure. Attached Figure Description

[0013] Figure 1 This is a structural diagram of an elevator system that uses the drive device of the automatic travel elevator according to Embodiment 1.

[0014] Figure 2 This is a perspective view of the elevator system's track and car, used to illustrate the drive device of the automatic travel elevator applied in Embodiment 1.

[0015] Figure 3 This is a rear view of the drive unit of the automatic travel elevator according to Embodiment 1.

[0016] Figure 4 This is a side view of the drive unit of the automatic travel elevator according to Embodiment 1.

[0017] Figure 5 This is a rear view of the drive unit of the automatic travel elevator according to Embodiment 1.

[0018] Figure 6 This is a side view of the drive unit of the automatic travel elevator according to Embodiment 1.

[0019] Figure 7 This is a rear view of a first modified example of the drive device of the automatic travel elevator according to Embodiment 1.

[0020] Figure 8 This is a side view of a first modified example of the drive device of the automatic travel elevator according to Embodiment 1.

[0021] Figure 9 This is a rear view of a second variation of the drive device of the automatic travel elevator according to Embodiment 1.

[0022] Figure 10 This is a perspective view of a third variation of the drive device of the automatic travel elevator according to Embodiment 1.

[0023] Figure 11 This is a diagram showing the lower part of an elevator system that uses the drive device of the automatic travel elevator in Embodiment 2.

[0024] Figure 12 This is a rear view of the drive unit of the automatic travel elevator according to Embodiment 2.

[0025] Figure 13 This is a side view of the drive unit of the automatic travel elevator according to Embodiment 2.

[0026] Figure 14 This is a rear view of the drive unit of the automatic travel elevator according to Embodiment 2.

[0027] Figure 15 This is a side view of the drive unit of the automatic travel elevator according to Embodiment 2.

[0028] Figure 16 This is a perspective view of the drive device of the automatic elevator according to embodiment 3.

[0029] Figure 17 This is a rear view of the drive unit of the automatic elevator according to embodiment 3.

[0030] Figure 18 This is a side view of the drive unit of the automatic travel elevator according to embodiment 3.

[0031] Figure 19 This is a rear view of the drive unit of the automatic elevator according to embodiment 3.

[0032] Figure 20 This is a side view of the drive unit of the automatic travel elevator according to embodiment 3.

[0033] Figure 21 This is a side view of a first modified example of the drive device of the automatic travel elevator according to Embodiment 3.

[0034] Figure 22 This is a perspective view of an elevator system that uses the drive device of the automatic travel elevator according to embodiment 4.

[0035] Figure 23 This is a perspective view of the car of the automatic travel elevator according to implementation method 4.

[0036] Figure 24 This is a perspective view of the main part of a first variant of an elevator system that uses the drive device of the automatic travel elevator of embodiment 4. Detailed Implementation

[0037] The embodiments will be described with reference to the accompanying drawings. Furthermore, in each drawing, the same or equivalent parts are labeled with the same reference numerals. Repeated descriptions of these parts are appropriately simplified or omitted.

[0038] Implementation Method 1

[0039] Figure 1 This is a structural diagram of an elevator system that uses the drive device of the automatic travel elevator according to Embodiment 1.

[0040] Figure 1 The elevator system is an automaton system. An automaton is a device that moves people or goods in a vertical direction. For example, the vertical direction may be vertical. Or, the vertical direction may be inclined relative to the vertical direction.

[0041] Automated guided elevators do not require slings for raising and lowering the car. Therefore, multiple cars can travel on a single elevator shaft. As buildings with elevators, including conventional sling-driven elevators, become increasingly taller, the elevator shaft occupies a larger proportion of the building's floor space. Therefore, having multiple cars travel on a single elevator shaft is effective in reducing the horizontal projection area of ​​the elevator shaft.

[0042] For example, elevator 1 is installed in a building. The building has multiple floors. Within the building, elevator shaft 2 is installed across these multiple floors. Elevator shaft 2 is divided into elevator shaft 2a and elevator shaft 2b. In this example, the direction of movement is vertical.

[0043] One of the pairs of tracks 3 is stacked in the elevator shaft 2a with its length direction as the vertical direction. The other of the pairs of tracks 3 is stacked in the elevator shaft 2b with its length direction as the vertical direction.

[0044] The segmented track 3a is positioned below one of the pair of tracks 3. The segmented track 3a is configured to rotate via an actuator (not shown). The segmented track 3a is configured to maintain its posture when its length direction is set to vertical or horizontal.

[0045] The segmented track 3b is positioned above one of the pair of tracks 3. The segmented track 3b is configured to rotate via an actuator (not shown). The segmented track 3b is configured to maintain its posture when its length direction is set to vertical or horizontal.

[0046] The segmented track 3c is positioned above the other of the pair of tracks 3. The segmented track 3c is configured to rotate via an actuator (not shown). The segmented track 3c is configured to maintain its posture when its length direction is set to vertical or horizontal.

[0047] The segmented track 3d is positioned below the other of the pair of tracks 3. The segmented track 3d is configured to rotate via an actuator (not shown). The segmented track 3d is configured to maintain its posture when its length direction is set to vertical or horizontal.

[0048] A horizontal track 3e is arranged horizontally along its length at the lower part of the lifting path 2. The horizontal track 3e spans the lower parts of both the lifting path 2a and the lifting path 2b. One side of the horizontal track 3e is configured to smoothly connect with the dividing track 3a when its length direction is horizontal. The other side of the horizontal track 3e is configured to smoothly connect with the dividing track 3d when its length direction is horizontal.

[0049] A horizontal track 3f is arranged horizontally along its length on the upper part of the lifting path 2. The horizontal track 3f spans the upper parts of both the lifting path 2a and the lifting path 2b. One side of the horizontal track 3f is configured to smoothly connect with the dividing track 3b when its length direction is horizontal. The other side of the horizontal track 3f is configured to smoothly connect with the dividing track 3c when its length direction is horizontal.

[0050] Elevator 1 has two or more cars 4. For example, elevator 1 sometimes also has three or more cars 4 for elevator shafts 2a and 2b.

[0051] The car 4 includes a car compartment 5, a drive unit 6, and a control unit 7.

[0052] The car compartment 5 has an interior space for carrying and transporting goods. The car compartment 5 has a car floor 8. The car floor 8 is the lower surface of the car compartment 5. The car floor 8 supports the load of the goods carried on the car compartment 5.

[0053] The drive unit 6 is a device that generates the driving force to raise and lower the car compartment 5. The drive unit 6 is located on the rear side of the car compartment 5, opposite to the boarding area where the user enters and exits the elevator relative to the car compartment 5. The drive unit 6 holds the rail 3. The drive unit 6 raises and lowers the car compartment 5 through the friction between itself and the rail 3.

[0054] The control unit 7 is the part that controls the movement of the car 4. For example, the control unit 7 is located in the upper part of the car compartment 5. For example, the control unit 7 is located in the lower part of the car 4. For example, the control unit 7 is located in a location in the car 4 other than the upper and lower parts. For example, the control unit 7 is divided into multiple parts.

[0055] In this example, the car chamber 5 moves up and down in either elevator shaft 2a or elevator shaft 2b. The car chamber 5 moves between elevator shafts 2a and 2b, either above or below the elevator shaft 2.

[0056] For example, the car chamber 5 is guided upwards by the track 3 via the drive device 6 in the lifting path 2a, thereby reaching the dividing track 3b. Then, the dividing tracks 3b and 3c rotate 90 degrees in length direction from the vertical to the horizontal. Next, the car chamber 5 moves horizontally via the driving device 6, guided by the dividing track 3b. Then, the car chamber 5 moves horizontally via the driving device 6, guided by the horizontal track 3f. Then, the car chamber 5 reaches the dividing track 3c via the drive device 6. Then, the dividing tracks 3b and 3c rotate 90 degrees in length direction from the horizontal to the vertical. Finally, the car chamber 5 descends in the lifting path 2b via the driving device 6, guided by the dividing track 3c, thereby reaching the track 3.

[0057] Next, use Figure 2 Explain track 3 and car 4.

[0058] Figure 2 This is a perspective view of the elevator system's track and car, used to illustrate the drive device of the automatic travel elevator applied in Embodiment 1.

[0059] In this example, the horizontal cross-section of track 3 is T-shaped. Track 3 has a base plate 9 and a guide plate 10. The base plate 9 is the portion away from the car 4. In this example, the guide plate 10 is a plate perpendicular to the base plate 9. The guide plate 10 is a plate-like portion disposed on the side of the car 4 from the base plate 9. The guide plate 10 has a guide surface 11. The guide surface 11 is at least one of the front or back of the guide plate 10. The guide surface 11 extends in the length direction of track 3. Furthermore, track 3 actually extends from top to bottom, but... Figure 2 In order to easily understand the positional relationship between the drive wheel 21, the first pressing force averaging link 22, the second pressing force averaging link 23, the track 3 and the drive device 6 described later, the illustration of the track 3 is omitted in the area enclosed by the break line (dashed line).

[0060] Although not shown in the diagram, the segmented track 3a and the like have the same structure as track 3.

[0061] The car compartment 5 has a car door 13. The car door 13 is located on the side opposite to the drive unit 6 in the car compartment 5. Although not shown, the car 4, in addition to the drive unit 6, also has a brake, an emergency braking device, etc. The brake is configured to apply braking force during the movement or rest of the car 4. The emergency braking device is configured to forcibly stop the car 4 when it is in free fall.

[0062] Next, use Figures 3 to 6 Explanation of drive device 6.

[0063] Figure 3 This is a rear view of the drive unit of the automatic travel elevator according to Embodiment 1. Figure 4 This is a side view of the drive unit of the automatic travel elevator according to Embodiment 1. Figure 5 This is a rear view of the drive unit of the automatic travel elevator according to Embodiment 1. Figure 6 This is a side view of the drive unit of the automatic travel elevator according to Embodiment 1.

[0064] Figure 3 and Figure 4 This indicates the movement of car 4 in the vertical direction.

[0065] Bearing 12 connects the back of the car chamber 5 to the drive unit 6. When the dividing rails 3a, etc., rotate, the drive unit 6 rotates together with the dividing rails 3a, etc. In contrast, the car chamber 5 remains stationary and does not rotate. As a result, the transported goods do not rotate inside the car chamber 5.

[0066] The drive unit 6 has a rotating plate 20 that acts as a rotating body.

[0067] The rotating plate 20 is rotatably connected to the back of the car chamber 5 via the bearing 12.

[0068] The drive unit 6 has a pair of wheels and a pair of drive wheels 21.

[0069] One of the pairs of wheels contacts one of the pairs of guide surfaces 11. One of the pairs of drive wheels 21 contacts one of the pairs of guide surfaces 11 below one of the pairs of wheels. The other of the pairs of wheels contacts the other of the pairs of guide surfaces 11. The other of the pairs of drive wheels 21 contacts the other of the pairs of guide surfaces 11 below the other of the pairs of wheels.

[0070] One of the wheels in a pair is positioned symmetrically with respect to the guide surfaces 11 of both wheels. One of the drive wheels in a pair is positioned symmetrically with respect to the guide surfaces 11 of both wheels.

[0071] Although not shown, the drive unit 6 has at least one motor for actuating the drive wheel 21.

[0072] In this example, the first pressure averaging link 22 is triangular. The first pressure averaging link 22 is configured as a wheel support link on one side of a pair of guide surfaces 11. The first pressure averaging link 22 rotatably supports one of the pair of wheels and one of the pair of drive wheels 21. One end of the first pressure averaging link 22, opposite to the track 3, is supported so as to be rotatable relative to the rotating plate 20.

[0073] In this example, the second pressure averaging link 23 is quadrilateral. The second pressure averaging link 23 is positioned on the opposite side of one of the pair of guide surfaces 11. The second pressure averaging link 23 serves as a wheel support link, rotatably supporting the other of the pair of wheels and the other of the pair of drive wheels 21. In the second pressure averaging link 23, the side opposite to the track 3 is rotatably supported relative to the self-force link 24.

[0074] The self-assisting link 24 is inclined at an angle of less than 45 degrees relative to the horizontal direction. One end of the self-assisting link 24 is rotatably connected to the side opposite to the track 3 of the second pressing force averaging link 23. The other end of the self-assisting link 24 is rotatably supported on the rotating plate 20.

[0075] One end of the spring 29 is connected to the second pressing force averaging link 23 or the self-force link 24. The other end of the spring 29 is connected to the rotating plate 20.

[0076] One of the first left-right tilt prevention rollers 25 in the first group contacts one of the pair of guide surfaces 11 above one of the pair of wheels and one of the pair of drive wheels 21. The other of the first left-right tilt prevention rollers 25 in the first group contacts one of the pair of guide surfaces 11 below one of the pair of wheels and one of the pair of drive wheels 21.

[0077] One of the first left-right tilt prevention rollers 25 of the second group is in contact with the other of the pair of guide surfaces 11 above the other of the pair of wheels and the other of the pair of drive wheels 21. The other of the first left-right tilt prevention rollers 25 of the second group is in contact with the other of the pair of guide surfaces 11 below the other of the pair of wheels and the other of the pair of drive wheels 21.

[0078] One end of one of the connecting rods in the first group rotatably supports one of the first left-right tilt prevention rollers 25 of the first group. The other end of one of the connecting rods in the first group is supported by a rotating plate 20 and is rotatable. The other end of the connecting rod in the first group rotatably supports the other of the first left-right tilt prevention rollers 25 of the first group. The other end of the connecting rod in the first group is supported by a rotating plate 20 and is rotatable.

[0079] One end of one of the connecting rods in the second group rotatably supports one of the first left-right tilt prevention rollers 25 of the second group. The other end of one of the connecting rods in the second group is supported by a rotating plate 20 and is rotatable. The other end of the connecting rod in the second group rotatably supports the other of the first left-right tilt prevention rollers 25 of the second group. The other end of the connecting rod in the second group is supported by a rotating plate 20 and is rotatable.

[0080] Multiple springs 27 function as elastic bodies that apply restorative force when the car chamber 5 and the rotating plate 20 are tilted to the left or right.

[0081] One end of one of the springs 27 in the first group is connected to the central portion of one of the connecting rods in the first group. The other end of one of the springs 27 in the first group is connected to the rotating plate 20. One end of the other spring 27 in the first group is connected to the central portion of the other connecting rod in the first group. The other end of the other spring 27 in the first group is connected to the rotating plate 20.

[0082] One end of one of the springs 27 in the second group is connected to the central portion of one of the connecting rods in the second group. The other end of one of the springs 27 in the second group is connected to the rotating plate 20. One end of the other spring 27 in the second group is connected to the central portion of the other connecting rod in the second group. The other end of the other spring 27 in the second group is connected to the rotating plate 20.

[0083] One of the first anti-tilting rollers 26 in the first group is positioned on one side of one of the pair of guide surfaces 11, above the first pressure averaging link 22 in the height direction. One of the first anti-tilting rollers 26 in the first group is supported by a rotating plate 20 via an arm on the base plate 9 of the track 3, in contact with the side furthest from the car chamber 5. The other of the first anti-tilting rollers 26 in the first group is positioned on one side of one of the pair of guide surfaces 11, below the first pressure averaging link 22 in the height direction. The other of the first anti-tilting rollers 26 in the first group is supported by a rotating plate 20 via an arm on the base plate 9 of the track 3, in contact with the side closest to the car chamber 5.

[0084] One of the first anti-tilting rollers 26 in the second group is positioned on the other side of the pair of guide surfaces 11, above the second pressure averaging link 23 in the height direction. One of the first anti-tilting rollers 26 in the second group is supported by a rotating plate 20 via an arm on the base plate 9 of the track 3, in contact with the side furthest from the car chamber 5. The other of the first anti-tilting rollers 26 in the second group is positioned on the other side of the pair of guide surfaces 11, below the second pressure averaging link 23 in the height direction. The other of the first anti-tilting rollers 26 in the second group is supported by a rotating plate 20 via an arm on the base plate 9 of the track 3, in contact with the side closest to the car chamber 5.

[0085] One of the pair of second anti-tilting rollers 28 is positioned in the height direction between one of the first anti-tilting rollers 26 in the first group and one of the first anti-tilting rollers 26 in the second group. One of the pair of second anti-tilting rollers 28 is supported by the rotating plate 20 while in contact with the end of the guide plate 10 of the track 3. The other of the pair of second anti-tilting rollers 28 is positioned in the height direction between the other of the first anti-tilting rollers 26 in the first group and the other of the first anti-tilting rollers 26 in the second group. The other of the pair of second anti-tilting rollers 28 is supported by the rotating plate 20 while in contact with the end of the guide plate 10 of the track 3.

[0086] Figure 5 and Figure 6 This indicates the horizontal movement of car 4.

[0087] like Figure 5 and Figure 6 As shown, the drive device 6 causes the first pressing force averaging linkage 22 to move from... Figure 3 and Figure 4 The state shown is rotated 90 degrees to be located on top of track 3.

[0088] At this time, below track 3, one of the two wheels and one of the two drive wheels 21 may sometimes not contact the guide surface 11 due to the strength of the spring 29. Above track 3, one of the two wheels and one of the two drive wheels 21 are in contact with the guide surface 11.

[0089] One of the wheels and one of the drive wheels 21 are in contact with the guide surface 11. One of the wheels and one of the drive wheels 21 support the weight of the car 4 and the drive unit 6. This weight acts as a pressing force on the track 3. This pressing force generates friction that causes the car chamber 5 to move horizontally. One of the wheels and one of the drive wheels 21 generate a force that causes the car chamber 5 to move horizontally.

[0090] Furthermore, when the car 4 reaches the dividing track 3a, etc., the car 4 is fixed in place and does not rotate. For example, the car chamber 5 is fixed to the dividing track 3a, etc. by a brake (not shown). For example, the car chamber 5 is fixed to the lifting path 2 by a pin (not shown).

[0091] In this state, the dividing track 3a rotates in a manner that changes its length direction from vertical to horizontal. The drive device 6 and the rotating plate 20 rotate in tandem with the rotation of the dividing track 3a. As a result, the pressing force of the self-propelled force via the connecting rod 24 decreases. Eventually, this pressing force becomes zero.

[0092] When the segmented track 3a rotates to change the length direction of the segmented track 3a from the horizontal direction to the vertical direction, the second pressing force averaging link 23 and the self-help force link 24 return to the fixed position through the restoring force of the spring 29.

[0093] According to Embodiment 1 described above, a pair of wheels and a pair of drive wheels 21 are arranged such that they sandwich the guide surface 11 of the track 3. When the length direction of the dividing track 3a, etc., is taken as the vertical direction, the pair of wheels and the pair of drive wheels 21 generate a force that moves the car chamber 5 in the vertical direction through friction with the dividing track 3a, etc. When the length direction of the dividing track 3a, etc., is set as the horizontal direction, the pair of wheels and the pair of drive wheels 21 generate a force that moves the car chamber 5 in the horizontal direction through friction with the dividing track 3a, etc. Therefore, the car chamber 5 can be moved in both the vertical and horizontal directions using a single drive device 6. As a result, the drive device 6 can be made simple and lightweight. Furthermore, vibration and noise during the movement of the car chamber 5 can be suppressed.

[0094] Furthermore, when the length direction of the dividing track 3a, etc., is set to the horizontal direction, one of the wheels in a pair and the other of the drive wheels 21 sometimes do not contact the guide surface 11, depending on the strength of the spring 29. Above the track 3, one of the wheels in a pair and one of the drive wheels 21 contact the guide surface 11. One of the wheels in a pair and one of the drive wheels 21 generate a force that moves the car chamber 5 in the horizontal direction. Therefore, by driving only the wheel that generates the pressing force, energy consumption can be suppressed.

[0095] Furthermore, the self-operated force linkage 24 is inclined at an angle of less than 45 degrees relative to the horizontal direction. Therefore, by utilizing the weight of the car 4 and the drive unit 6, a pressing force exceeding this weight can be obtained.

[0096] Furthermore, when the car chamber 5 moves vertically, the pressing force of the wheels and drive wheels 21 passively increases as the load weight increases due to the self-forced connecting rod 24. Additionally, when the car chamber 5 moves horizontally, the wheels and drive wheels 21 support the car chamber 5 above the guide surface 11 of the track 3. Therefore, the pressing force of the wheels and drive wheels 21 passively increases as the load weight increases. At this time, it is not necessary to continuously generate the pressing force required for the maximum load weight. Therefore, it is not necessary to cause unnecessary wear on the track 3, wheels, and drive wheels 21, or to use actuators such as hydraulic systems that actively generate pressing force corresponding to the load weight based on a measured load weight. As a result, the drive unit 6 can be made simple and lightweight.

[0097] Furthermore, the drive unit 6 has a plurality of first left-right tilting anti-roll rollers 25, a plurality of first front-back tilting anti-roll rollers 26, and a plurality of second front-back tilting anti-roll rollers 28. Therefore, even when an offset load is applied inside the car chamber 5 while it is moving in the vertical or horizontal direction, tilting of the car chamber 5 can be suppressed.

[0098] Furthermore, the first pressing force averaging link 22 is rotatably supported relative to the rotating plate 20. Therefore, it is possible to average the pressing force acting on one of the pair of wheels and one of the pair of drive wheels 21.

[0099] Furthermore, the second pressure averaging link 23 is rotatably supported relative to the rotating plate 20. Therefore, it is possible to average the pressure applied to the other of the pair of wheels and the other of the pair of drive wheels 21.

[0100] Furthermore, when the car 4 passes through steps or gaps created between the car 4 and the track 3, such as the joint portion of the track 3 or the dividing track 3a, the first pressing force averaging link 22 and the second pressing force averaging link 23 rotate slightly relative to the rotating plate 20. Therefore, the wheels and drive wheels 21 can easily pass through the steps or gaps.

[0101] Alternatively, the track 3 can be cut in the middle of the lifting road 2 so that the car 4 can move in the horizontal direction.

[0102] Furthermore, the combination of wheels and drive wheels 21 can also be appropriately changed. For example, when there are 3 wheels and 1 drive wheel 21, Figure 3 Alternatively, a drive wheel 21 can be arranged on one side, either above or below, of one of the pair of guide surfaces 11. For example, in the case where there are two wheels and two drive wheels 21, Figure 3 Alternatively, two drive wheels 21 can be arranged on one side of a pair of guide surfaces 11, or one drive wheel can be arranged on the lower side of one pair of guide surfaces 11 and the lower side of the other pair of guide surfaces 11. For example, when there are four drive wheels 21, Figure 3 In the middle, drive wheels 21 can be configured in all positions.

[0103] Next, use Figure 7 and Figure 8 Explain the first variation.

[0104] Figure 7 This is a rear view of a first modified example of the drive device of the automatic travel elevator according to Embodiment 1. Figure 8 This is a side view of a first modified example of the drive device of the automatic travel elevator according to Embodiment 1.

[0105] like Figure 7 and Figure 8 As shown, in the first variation, there is no second pressing force averaging link 23. At least one of the wheel and drive wheel 21 is directly and rotatably supported at the end of the self-powering link 24 on the side of the track 3.

[0106] According to the first variation described above, there is no second pressure averaging link 23. Therefore, the drive unit 6 can be simplified with fewer parts. As a result, the cost of the drive unit 6 can be reduced, and the drive unit 6 can be made lighter.

[0107] Next, use Figure 9 Explain the second variation.

[0108] Figure 9 This is a rear view of a second variation of the drive device of the automatic travel elevator according to Embodiment 1.

[0109] like Figure 9 As shown, in the second variation, there is no first pressing force averaging link 22. The wheel and drive wheel 21 are supported by the fixed link 30. The fixed link 30 does not rotate relative to the rotating plate 20.

[0110] According to the second variation described above, the wheel and drive wheel 21 are supported on the fixed link 30. Therefore, the drive unit 6 can be simplified. As a result, the cost of the drive unit 6 can be reduced, and the drive unit 6 can be made lighter.

[0111] Next, use Figure 10 Explain the third variation.

[0112] Figure 10 This is a perspective view of a third variation of the drive device of the automatic travel elevator according to Embodiment 1.

[0113] like Figure 10 As shown, the car 4 has a pair of drive units 6. One of the drive units 6 is guided by one of the pairs of tracks 3. The other drive unit 6 is guided by the other of the pairs of tracks 3.

[0114] According to the third variation described above, one of the pair of drive devices 6 is guided by one of the pair of tracks 3. The other of the pair of drive devices 6 is guided by the other of the pair of tracks 3. Therefore, the size of each track 3 and each drive device 6 can be reduced. As a result, the area on the horizontal projection surface of the lifting path 2 can be reduced.

[0115] Implementation Method 2

[0116] Figure 11 This is a diagram showing the lower part of an elevator system that uses the drive device of the automatic travel elevator according to Embodiment 2. Figure 12 This is a rear view of the drive unit of the automatic travel elevator according to Embodiment 2. Figure 13 This is a side view of the drive unit of the automatic travel elevator according to Embodiment 2. Figure 14 This is a rear view of the drive unit of the automatic travel elevator according to Embodiment 2. Figure 15 This is a side view of the drive unit of the automatic elevator according to Embodiment 2. Furthermore, the same reference numerals are used for parts that are the same as or equivalent to those in Embodiment 1. Descriptions of these parts are omitted.

[0117] like Figure 11 As shown, the segmented track 3a is divided vertically into an upper segmented track 3g and a lower segmented track 3h. The upper segmented track 3g and the lower segmented track 3h are each configured to rotate via an actuator (not shown). The upper segmented track 3g and the lower segmented track 3h are configured to maintain their posture when the length direction is taken as the vertical or horizontal direction. The upper segmented track 3g and the lower segmented track 3h are configured to connect smoothly to each other when the length direction is taken as the vertical direction.

[0118] The segmented track 3d is divided vertically into an upper segmented track 3i and a lower segmented track 3j. The upper segmented track 3i and the lower segmented track 3j are each configured to rotate via actuators (not shown). The upper segmented track 3i and the lower segmented track 3j are configured to maintain their posture when the length direction is taken as the vertical or horizontal direction. The upper and lower segmented tracks are configured to connect smoothly to each other when the length direction is taken as the vertical direction.

[0119] The horizontal track 3e is divided into an upper horizontal track 3k and a lower horizontal track 3l. The upper horizontal track 3k and the lower horizontal track 3l are configured with their length direction being horizontal.

[0120] One side of the upper horizontal track 3k is configured to smoothly connect with the upper segmented track 3g when the length direction is horizontal. The other side of the upper horizontal track 3k is configured to smoothly connect with the upper segmented track 3i when the length direction is horizontal.

[0121] One side of the lower horizontal track 3l is configured to smoothly connect with the lower segmented track 3h when the length direction is horizontal. The other side of the lower horizontal track 3l is configured to smoothly connect with the lower segmented track 3j when the length direction is horizontal.

[0122] like Figure 12 As shown, the drive unit 6 comprises a second rotating plate 31 and a third rotating plate 32 as multiple segments. The second rotating plate 31 is disposed on the upper side of the drive unit 6. The third rotating plate 32 is disposed on the lower side of the drive unit 6. The second rotating plate 31 and the third rotating plate 32 are rotatably connected relative to the back of the car chamber 5 via bearings 12.

[0123] The second rotating plate 31 has a first pressing pressure averaging link 22, a second pressing pressure averaging link 23, a self-powering link 24, four wheels including one or more drive wheels and four drive wheels 21, a first front and rear tilt prevention roller 26 and at least one motor.

[0124] The third rotating plate 32 has a first left-right tilting anti-roller 25 and a second front-back tilting anti-roller 28.

[0125] When the car chamber 5 moves vertically, it is guided by one track. When the car chamber 5 moves horizontally, it is guided by two tracks. Specifically, one track is required for each of the second rotating plate 31 and the third rotating plate 32.

[0126] For example, in Figure 11When the middle car chamber 5 moves from the lower part of the lifting path 2a to the lifting path 2b, on the side of the second rotating plate 31, the wheels and drive wheels 21 move along the upper dividing track 3g, the upper horizontal track 3k, and the upper dividing track 3i. On the other hand, on the side of the third rotating plate 32, the first left-right tilting anti-roll roller 25 and the second front-back tilting anti-roll roller 28 move on the lower dividing track 3h, the lower horizontal track 3l, and the lower dividing track 3j.

[0127] Specifically, when the car chamber 5 reaches the upper dividing track 3g and the lower dividing track 3h, the car chamber 5 is fixed in a non-rotating manner. For example, the car chamber 5 is fixed to at least one of the upper dividing track 3g and the lower dividing track 3h by a brake (not shown). For example, the car chamber 5 is fixed to the lifting path 2 by a pin (not shown).

[0128] In this state, the upper dividing track 3g and the lower dividing track 3h rotate in a manner that changes from the vertical direction to the horizontal direction along their length. The second rotating plate 31 rotates in tandem with the rotation of the upper dividing track 3g. As a result, the pressing force of the self-propelled force via the connecting rod 24 decreases. Eventually, this pressing force becomes zero. On the other hand, the third rotating plate 32 rotates in tandem with the rotation of the lower dividing track 3h.

[0129] In this state, the car chamber 5 moves horizontally. Then, when the car chamber 5 reaches the upper dividing track 3i and the lower dividing track 3j, the car chamber 5 is fixed in a non-rotating position. For example, the car chamber 5 is fixed to at least one of the upper dividing track 3i and the lower dividing track 3j by a brake (not shown). For example, the car chamber 5 is fixed to the lifting path 2 by a pin (not shown).

[0130] In this state, the upper segmented track 3i and the lower segmented track 3j rotate in a manner that changes the length direction from the horizontal direction to the vertical direction. At this time, the second pressing force averaging link 23 and the self-help force link 24 return to the fixed position under the action of the restoring force of the spring 29.

[0131] According to Embodiment 2 described above, the second rotating plate 31 is disposed on the upper side of the drive device 6. The third rotating plate 32 is disposed on the lower side of the drive device 6. Therefore, when the car chamber 5 moves in the vertical or horizontal direction, it is possible to suppress the tilting of the car chamber 5 in the longitudinal and horizontal directions.

[0132] Furthermore, the rotation radius and mass of the second rotating plate 31 and the third rotating plate 32 are reduced. By reducing the rotation radius and mass, the inertial mass of the second rotating plate 31 and the third rotating plate 32 during rotation is also reduced. Therefore, the actuators configured on the lifting path 2 to rotate the second rotating plate 31 and the third rotating plate 32 can be reduced. As a result, the area on the horizontal projection surface of the lifting path 2 can be reduced.

[0133] Furthermore, the drive unit 6 has a plurality of first left-right tilting anti-roll rollers 25, a plurality of first front-back tilting anti-roll rollers 26, and a plurality of second front-back tilting anti-roll rollers 28. Therefore, even when an offset load is applied inside the car chamber 5 while it is moving in the vertical or horizontal direction, tilting of the car chamber 5 can be suppressed.

[0134] Implementation Method 3

[0135] Figure 16 This is a perspective view of the drive unit of the automatic elevator according to Embodiment 3. Furthermore, parts that are the same as or equivalent to those in Embodiment 1 are labeled with the same reference numerals. Descriptions of these parts are omitted.

[0136] like Figure 16 As shown, in Embodiment 3, the track 3 is configured to rotate 90 degrees on the horizontal projection plane of Embodiment 1. In this case, the guide plate 10 is parallel to the opening and closing direction of the car door 13.

[0137] Next, use Figures 17 to 20 This indicates the driving device 6.

[0138] Figure 17 This is a rear view of the drive unit of the automatic elevator according to embodiment 3. Figure 18 This is a side view of the drive unit of the automatic travel elevator according to embodiment 3. Figure 19 This is a rear view of the drive unit of the automatic elevator according to embodiment 3. Figure 20 This is a side view of the drive unit of the automatic travel elevator according to embodiment 3.

[0139] In this example, the drive unit 6 has a support plate 43 and a pair of first pressing pressure averaging linkages 22.

[0140] The support plate 43 is fixed to the rotating plate 20 as a support body in a manner orthogonal to the rotating plate 20.

[0141] One of the pair of first pressing force averaging links 22 is positioned on one side of one of the pair of guide surfaces 11 on the side away from the car compartment 5. One of the pair of first pressing force averaging links 22 serves as a first wheel support link, rotatably supporting one of the pair of wheels and one of the pair of drive wheels 21. One end of one of the pair of first pressing force averaging links 22, opposite to the track 3, is supported so that it is rotatable relative to the support plate 43.

[0142] One of the pair of first pressing force averaging links 22 is positioned on the opposite side of the pair of guide surfaces 11, closer to the car chamber 5. This other of the pair of first pressing force averaging links 22 serves as a second wheel support link and is positioned h lower than one of the pair of first pressing force averaging links 22. This other of the pair of first pressing force averaging links 22 rotatably supports the other of the pair of wheels and the other of the pair of drive wheels 21. The end of this other of the pair of first pressing force averaging links 22 opposite to the track 3 is supported so as to be rotatable relative to the support plate 43.

[0143] The first group of multiple second left and right tilt prevention rollers 41 are arranged on the rotating plate 20. The first group of multiple second left and right tilt prevention rollers 41 are in contact with one side of the bottom plate 9 on the car compartment side of the track 3.

[0144] The second set of multiple second left and right tilt prevention rollers 41 are mounted on the support plate 43. The second set of multiple second left and right tilt prevention rollers 41 are in contact with the other side of the bottom plate 9 on one side of the car compartment of the track 3.

[0145] For example, the third anti-tilt roller 42 is positioned at the same height as the uppermost wheel or drive wheel 21 on the side away from the car compartment 5. Alternatively, the third anti-tilt roller 42 is positioned higher than the uppermost wheel or drive wheel 21 on the side away from the car compartment 5. The third anti-tilt roller 42 contacts the guide surface 11 of the track 3 on the side closest to the car compartment 5.

[0146] According to Embodiment 3 described above, the other of the pair of first pressing force averaging links 22 serves as a second wheel support link and is positioned h lower than one of the pair of first pressing force averaging links 22. Therefore, the torque required to tilt the car chamber 5 can be utilized as the pressing force of the wheels and drive wheels 21. As a result, a larger pressing force required to move the car chamber 5 in the vertical direction can be obtained through the friction between the wheels and drive wheels 21 and the track 3.

[0147] Specifically, such as Figure 18 As shown, when the center of gravity of the combined mass M of the car 5 and the drive unit 6 is a distance d away from the track 3, if the pressing force of each wheel and drive wheel 21 is F / 2, then the following equation holds through torque balance. Furthermore, g is the acceleration due to gravity.

[0148] F = Mg × (d / h)

[0149] Therefore, by appropriately setting d / h, a pressing force exceeding the weight of the car chamber 5 and the drive unit 6 can be obtained. For example, when d / h is 1, a pressing force equal to the weight of the car chamber 5 and the drive unit 6 can be obtained.

[0150] Furthermore, the pressing force is proportional to the combined mass M of the car chamber 5 and the drive unit 6. Therefore, as the load weight of the car chamber 5 increases, the pressing force of the wheels and drive wheels 21 passively increases. In this case, it is not necessary to continuously generate the pressing force required for the maximum load weight. Therefore, it is unnecessary to cause unnecessary wear on the track 3, wheels, and drive wheels 21, or to use actuators such as hydraulic systems that actively generate pressing force corresponding to the load weight based on a measurement of the load weight. As a result, the drive unit 6 can be made simple and lightweight.

[0151] like Figure 19 and Figure 20 As shown, when the car chamber 5 is moved horizontally, the torque that causes the car chamber 5 to tilt acts on the wheels and drive wheels 21 of the first pressing force averaging link 22 on the side away from the car chamber 5. This torque applies pressing force to the track 3. Therefore, only the drive wheels 21 on the side away from the car chamber 5 need to be driven.

[0152] Furthermore, the posture of the car 4 is determined by the first group of multiple second left-right tilting anti-roll rollers 41, the second group of multiple second left-right tilting anti-roll rollers 41, and the third front-back tilting anti-roll rollers 42. Therefore, even if the load weight of the car 5 is offset, the car 5 can be moved in the vertical or horizontal direction.

[0153] Furthermore, the first pressing force averaging link 22 is rotatably supported relative to the support plate 43. Therefore, the pressing force acting on the wheels and drive wheel 21 can be averaged. As a result, the car 4 can easily pass through steps or gaps created between the track 3 and the joint portion of the track 3, the dividing track 3a, etc.

[0154] Furthermore, in Embodiment 3, although the depth dimension of the drive device 6 is larger than that in Embodiment 1, the self-powering linkage 24 can be reduced. Therefore, the size of the rotating plate 20 can be reduced. As a result, the drive device 6 can be simplified.

[0155] Next, use Figure 21 Explain the first variation.

[0156] Figure 21 This is a side view of a first modified example of the drive device of the automatic travel elevator according to Embodiment 3.

[0157] like Figure 21 As shown, the drive unit 6 has wheels, drive wheels 21 and a pair of wheel fixing links 44.

[0158] The wheels are positioned on one side of a pair of guide surfaces 11, closer to the car 4. The drive wheels 21 are positioned on the other side of the pair of guide surfaces 11, away from the car 4.

[0159] One of the pair of wheel fixing links 44 is positioned on one side of one of the pair of guide surfaces 11, away from the car 4. One of the pair of wheel fixing links 44 supports the drive wheel 21 for free rotation. One end of the pair of wheel fixing links 44, opposite to the track 3, is fixed to the support plate 43.

[0160] One of the pair of wheel fixing links 44 is positioned on the opposite side of the pair of guide surfaces 11, closer to the car 4. The other of the pair of wheel fixing links 44 is positioned lower than one of the pair of wheel fixing links 44. The other of the pair of wheel fixing links 44 supports the drive wheel 21 for free rotation. The end of the other of the pair of wheel fixing links 44, opposite to the track 3, is fixed to the support plate 43.

[0161] According to the first variation described above, the drive unit 6 has a wheel, a drive wheel 21, and a pair of wheel fixing links 44. Therefore, the drive unit 6 can be made simpler and lighter.

[0162] Implementation Method 4

[0163] Figure 22 This is a perspective view of an elevator system using the drive unit of an automatic travel elevator according to Embodiment 4. Furthermore, parts that are the same as or equivalent to those in Embodiment 1 are labeled with the same reference numerals. Descriptions of these parts are omitted.

[0164] In embodiment 4, a long track is provided for horizontal movement. This track spans a first building and a second building located at mutually separated positions.

[0165] Next, use Figure 23 Description of car 4.

[0166] Figure 23 This is a perspective view of the car of the automatic travel elevator according to implementation method 4.

[0167] When the car 4 is used as a transport device 51, it is considered that only goods are being transported. In this case, the car room 5 has no ceiling. For example, the car room 5 has a wall or fence 52 with a height up to the midpoint of the wall of the car room 5 in embodiments 1 to 3.

[0168] According to Embodiment 4 described above, the car 4 is used as a conveying device. In this case, the acceleration of the car chamber 5 during movement can be increased. Therefore, the vertical and horizontal movement of the car chamber 5 can be accelerated. As a result, it is possible to achieve... Figure 22 Goods are moved between multiple buildings in a short time, as shown.

[0169] In addition, it can also move luggage between three or more buildings, such as hotels and large facility complexes.

[0170] In addition, transport robots are also considered as transport equipment. Transport robots move autonomously in the horizontal direction using wheels. They are designed to collaborate with humans. Therefore, they move in a manner that avoids contact with people. Furthermore, they move at low speeds to minimize impact in the event of contact. While capable of moving in any location, they move at low speeds as needed to obtain detailed information about the vicinity of the destination.

[0171] In contrast, in the elevator system of embodiment 4, although the area where the car 5 can move is limited, it has a dedicated movement space and track. Therefore, it can move at a higher speed compared to a transport robot. Furthermore, it is not necessary to slow down to determine the position of the car 5.

[0172] Next, use Figure 24 Explain the first variation.

[0173] Figure 24 This is a perspective view of the main components of an elevator system using the drive device of the automatic travel elevator according to embodiment 4.

[0174] Figure 24 This describes the interior of the warehouse. Within the warehouse, multiple shelves 62 are arranged adjacent to each other. Within each of the multiple shelves 62, multiple shelves 63 are arranged vertically. The shelves 63 are parallel to each other. Goods 66 are stored on the shelves 63.

[0175] Multiple tracks 64 are arranged on the rear side of the shelf 62, corresponding to multiple shelves 63. Each of the multiple tracks 64 is arranged parallel to each of the multiple shelves 63. Multiple dividing tracks 65 are arranged on both sides of the multiple shelves 62. Although not shown, the lateral movement track is adjacent to the lowermost dividing track 65.

[0176] The conveying device 61 has a cargo receiving section 67. The conveying device 61 is guided by the track 64 to the position of the target cargo 66. Then, the conveying device 61 moves the cargo receiving section 67 back and forth to remove the cargo 66 from the shelf 63. Then, the conveying device 61 is guided by the track 64, the dividing track 65, and the lateral movement track to move the cargo 66 to the designated location.

[0177] According to the first variation described above, the shelf 62 is used as the wall for fixing the track 3. Therefore, the conveying equipment 61 can be used even in a large warehouse.

[0178] In the same shelf configuration, a stacking crane is used as a device for placing or retrieving goods 66 on the shelves. In the stacking crane, the vehicle unit moves along tracks arranged between the shelves. The loading platform moves up and down along columns provided on the vehicle unit. Using this stacking crane, goods can be transferred between shelves on both sides.

[0179] However, each moving track is equipped with one or a few dedicated stacking cranes. Therefore, the number of stacking cranes operating simultaneously is limited.

[0180] In contrast, by deploying multiple conveying devices 61, the number of conveying devices 61 operating simultaneously can be increased. As a result, goods 66 can be moved efficiently.

[0181] Industrial utilization potential

[0182] As described above, the drive unit of the automatic travel elevator disclosed herein can be used in elevator systems.

[0183] Explanation of reference numerals in the attached figures

[0184] 1. Elevator; 2. Lifting Path; 3. Rail; 3a. Divided Rail; 3b. Divided Rail; 3c. Divided Rail; 3d. Divided Rail; 3e. Horizontal Rail; 3f. Horizontal Rail; 3g. Upper Divided Rail; 3h. Lower Divided Rail; 3i. Upper Divided Rail; 3j. Lower Divided Rail; 3k. Upper Horizontal Rail; 3l. Lower Horizontal Rail; 4. Car; 5. Car Cabin; 6. Drive Unit; 7. Control Unit; 8. Car Floor; 9. Floor Plate; 10. Guide Plate; 11. Guide Surface; 12. Bearing; 13. Car Door; 20. Rotating Plate; 21. Drive Wheel; 22. First Pressing Pressure Averaging Link 23 Second pressure averaging link, 24 Self-powering link, 25 First left and right tilt prevention roller, 26 First front and rear tilt prevention roller, 27 Spring, 28 Second front and rear tilt prevention roller, 29 Spring, 30 Fixed link, 31 Second rotating plate, 32 Third rotating plate, 41 Second left and right tilt prevention roller, 42 Third front and rear tilt prevention roller, 43 Support plate, 44 Wheel fixing link, 51 Conveying equipment, 52 Wall or fence, 61 Conveying equipment, 62 Shelf, 63 Shelf plate, 64 Track, 65 Dividing track, 66 Goods, 67 Goods receiving section.

Claims

1. A conveying device, wherein, The conveying equipment includes: The rotating body is connected to the rear of the car compartment in a rotatable manner. The wheels are mounted on the rotating body on the rear side of the car body in a manner that clamps the guide surface of the rail. When the rail is vertical in the length direction, the wheels generate a force that moves the car body in the vertical direction through friction with the rail. When the rail is horizontal in the length direction, the wheels generate a force that moves the car body in the horizontal direction through friction with the rail. The first left and right tilt prevention roller contacts the guide surface of the track; The connecting rod is supported by the rotating body to rotate freely, and also supports the first left and right tilt prevention roller to rotate freely; An elastic body is connected to the connecting rod and the rotating body; The first anti-tilting roller is supported on the rotating body on the bottom plate of the track, in a state of contact with the side away from the car compartment; as well as The second anti-tilting roller is supported on the rotating body while in contact with the end of the guide plate of the track.

2. The conveying equipment according to claim 1, wherein, There are multiple wheels. A portion of the multiple wheels is positioned on the opposite side of the guide surface of the track. Other parts of the plurality of wheels are disposed on one side of the guide surface of the track. When the track is horizontal in the length direction, the other parts contact one of the guide surfaces and generate a force that moves the car chamber in the horizontal direction through friction with the track.

3. The conveying equipment according to claim 2, wherein, The conveying equipment includes: A wheel support link, supported on one side of the guide surface of the track by the rotating body, supports the other parts of the plurality of wheels for free rotation; and The self-assisted linkage is configured to be tilted at an angle of less than 45 degrees relative to the horizontal direction when the car moves in the vertical direction, and is supported on the side of the guide surface of the track on the rotating body, thereby supporting a portion of the plurality of wheels to rotate freely.

4. The conveying equipment according to claim 3, wherein, The wheel support link is a link that is rotatably supported on the rotating body or fixed to the rotating body.

5. The conveying equipment according to claim 3, wherein, The conveying device includes a connecting rod that supports a portion of the plurality of wheels for rotation and is also supported for rotation by the self-powered connecting rod.

6. The conveying equipment according to claim 3, wherein, The self-supporting force uses a connecting rod to directly support a portion of the plurality of wheels, allowing them to rotate freely.

7. A conveying device, wherein, The conveying equipment includes: The rotating body consists of a pair of split bodies that are rotatably connected relative to the back of the car compartment. The wheels are mounted on the rotating body on the rear side of the car body in a manner that clamps the guide surface of the rail. When the rail is vertical in the length direction, the wheels generate a force that moves the car body in the vertical direction through friction with the rail. When the rail is horizontal in the length direction, the wheels generate a force that moves the car body in the horizontal direction through friction with the rail. The first left and right tilt prevention roller contacts the guide surface of the track; The first anti-tilting roller is supported on one of the pair of partitions on the bottom plate of the track, in a state of contact with the side away from the car compartment; The second anti-tilting roller is supported on the other of the pair of segments while in contact with the end of the guide plate of the track. The connecting rod is supported by the other of the pair of segments of the rotating body to be rotatable, and the first left and right tilt prevention roller is supported to be rotatable. as well as An elastic body is connected to the other of the pair of segments of the connecting rod and the rotating body.

8. The conveying equipment according to claim 7, wherein, There are multiple wheels. A portion of the multiple wheels is positioned on the opposite side of the guide surface of the track. Other parts of the plurality of wheels are disposed on one side of the guide surface of the track. When the track is horizontal in the length direction, the other parts contact one of the guide surfaces and generate a force that moves the car chamber in the horizontal direction through friction with the track.

9. The conveying equipment according to claim 8, wherein, The conveying equipment includes: A wheel support link, supported on one side of the guide surface of the track by the rotating body, supports the other parts of the plurality of wheels for free rotation; and The self-assisted linkage is configured to be tilted at an angle of less than 45 degrees relative to the horizontal direction when the car moves in the vertical direction, and is supported on the side of the guide surface of the track on the rotating body, thereby supporting a portion of the plurality of wheels to rotate freely.

10. The conveying equipment according to claim 9, wherein, The wheel support link is a link that is rotatably supported on the rotating body or fixed to the rotating body.

11. The conveying equipment according to claim 9, wherein, The conveying device includes a connecting rod that supports a portion of the plurality of wheels for rotation and is also supported for rotation by the self-powered connecting rod.

12. The conveying equipment according to claim 9, wherein, The self-supporting force uses a connecting rod to directly support a portion of the plurality of wheels, allowing them to rotate freely.

13. A conveying device, wherein, The conveying equipment includes: The rotating body is connected to the rear of the car compartment in a rotatable manner. The wheels are disposed on the rotating body on the rear side of the car body in such a manner that a first wheel is disposed on one side of the guide surface of the track and a second wheel is disposed on the other side of the guide surface of the track, sandwiching the guide surface of the track. When the track is vertical in the length direction, the wheels generate a force that moves the car body in the vertical direction through friction with the track. When the track is horizontal in the length direction, the wheels are in contact with one of the guide surfaces and generate a force that moves the car body in the horizontal direction through friction with the track. The support extends from the rotating body in a direction away from the car compartment; The first wheel support link is provided on the support body on the side of the guide surface that is away from the car room relative to the track, so as to support the first wheel so that it can rotate freely; as well as The second wheel support link is positioned lower than the first wheel support link when the track is vertical along its length. It is mounted on the support body on the side of the guide surface closest to the car compartment relative to the track, thus supporting the second wheel for free rotation. When the car body moves in the horizontal direction, the wheel on the side where the first wheel support link is located is driven.

14. The conveying equipment according to claim 13, wherein, The second wheel support link is a link that is rotatably supported on the support body or fixed to the support body.

15. The conveying equipment according to claim 13 or 14, wherein, The conveying equipment includes: The first group of multiple second left and right tilt prevention rollers are disposed on the support body and contact one side of the bottom plate on the side where the car room of the track is located; The second group of multiple second left and right tilt prevention rollers is disposed on the support body and contacts the other side of the bottom plate on the side where the car compartment of the track is located; and The third anti-tilting roller is installed on the support body at the same height as the uppermost wheel on the side away from the car compartment, or at a height higher than the uppermost wheel on the side away from the car compartment, and contacts the guide surface of the track on the side closer to the car compartment.

Images