JPS6289465A - Conveying system of linear motor - Google Patents

Abstract

PURPOSE:To realize a driving action excellent in energy efficiency, by applying propulsion energy to a carrier at horizontally conveying sections and vertically conveying sections respectively through a motor in a specified relation. CONSTITUTION:A conveying route TR is organized with horizontally conveying sections H and vertically conveying sections V, and along the conveying route TR, a carrier CA is moved. The carrier CA is provided with a secondary conductor SC for a movable unit, and the horizontally conveying sections H and the vertically conveying sections V of the conveying route TR are respectively provided with primary cores PCH, PCV for stators. Propulsion energies EH, EV applied to the carrier CA at the horizontally conveying sections H and vertically conveying sections V respectively are set to satisfy the relation of EH<EV.

Description

[Detailed Description of the Invention] [Table of Contents] Overview Industrial Field of Application Prior Art and Problems to be Solved by the Invention Means for Solving the Problems Action Embodiments (1) Basic configuration (Fig. 8, (Fig. 9) (2) Secondary conductor movable type (Fig. 1) (2-1) - Invention of the structure of the secondary iron core (stator) (2)
-1-a) Opposing area S with secondary conductor (Figure 2) (2-1
-b) Gap between magnetic poles G (Figure 3) (2-1-c) Magnetic pole pitch P (Figure 4) (2-1-d) Saturation magnetic flux density B (core material) (2-1-e) Coil Number of turns N (2-2) Electrical control (2-2-a) Current value ■ (2-2-b) Frequency f (3) - Secondary iron core movable type (Fig. 5) (3-1,) 2 Improvements in the structure of the secondary conductor <3-1. -a
) Plate thickness t (Figure 6) (3-1-b) Electrical conductivity σ (Figure 7) (3-2) Electrical control (3-2-a) Current I direct ■ (3-2-b) Frequency f Effects of the Invention [Summary] A linear motor type conveyance system that uses a linear motor to convey carriers along a conveyance path including a horizontal conveyance section and a vertical conveyance section, wherein the motor is connected to the horizontal conveyance section and the vertical conveyance section. The propulsion energy EH and E given to the carrier respectively by
By setting V so that E□<EV, energy efficiency is improved and the system is made smaller and lighter.

[Industrial Application Field] The present invention relates to a linear motor conveyance system that uses a linear motor to convey carriers along a conveyance path, and particularly relates to a conveyance system in which the conveyance path includes a horizontal conveyance section and a vertical conveyance section. .

Linear motor conveyance systems are used, for example, in cash conveyance systems between counters and cash tellers in bank stores. In this case, if the counter and the cash counter are located on the same floor of the store, the transport path may be substantially horizontal as a whole, although it may include some slopes along the way.

However, if the counter and the cash counter are located on different floors, the conveyance path will include a vertical conveyance section.

[Prior art and problems to be solved by the invention] In the conventional system, the same motor is used for both the horizontal transport section and the vertical transport section, and the same control method is applied. In this case, the conveying capacity of the system is determined according to the required conveying capacity of the vertical conveying section, so that the horizontal conveying section has an excessive 11 conveying capacity that exceeds its required conveying capacity. In other words, the horizontal conveyance section wastes energy due to its extra conveyance capacity, and the motor becomes larger and heavier accordingly.

The present invention aims to solve these problems, that is, the horizontal conveyance section and the vertical conveyance section each have the necessary minimum conveyance capacity, enabling energy-efficient operation, and a linear system that can be made smaller and lighter. The object of the present invention is to provide a motorized conveyance device.

[Means for solving problems]

In the present invention, the propulsion energies EH and EV that the motor applies to the carrier in the horizontal conveyance section and the vertical conveyance section, respectively, are EH<
The above problem is solved by making it an EV.

[For production]

By setting EN<EV, no energy is wasted in the horizontal transport section, while the propulsion energy necessary for vertically lifting the carrier is obtained in the vertical transport section, resulting in energy-efficient operation.

Furthermore, the motor can be made smaller and lighter to the extent that it does not have extra carrying capacity.

〔Example〕

(1) Basic configuration (FIGS. 8 and 9) FIGS. 8 and 9 show the configuration of the main parts of the conveyance system according to the present invention. In FIG. 8, the symbol CA is a carrier that accommodates objects to be transported, which includes a container 1 with a lid that accommodates objects to be transported, a base plate 2 on which the container is mounted and fixed, and both sides of this base plate 2. A frame 3 fixed to a
and a horizontal guide roller 6. Further, the symbol TR indicates a conveyance path along which the carrier CA travels, and this is made up of a pair of left and right grooved rails 8. The carrier CA is installed in the conveyance path TR so that the upper and lower vertical guide rollers 4 and 5 sandwich the upper flange 8a of the rail 8, and the horizontal guide roller 6 is in contact with the inner surface of the web of the rail 8, thereby preventing derailment from the rail 8. It is now possible to travel along the conveyance path TR without having to do anything. The side frame 3 of the carrier CA has a serrated portion 7, which passes through a sensor 9 provided on the rail 8, so that the position and speed of the carrier CA can be detected.

On the other hand, FIG. 9 shows the configuration of a linear motor that drives the gear rear CA, and is basically composed of a primary iron core PC and a secondary conductor SC. -The next iron core PC is a pair of laminated cores on the left and right ]O
Each core is fixed to a single base 11 (for convenience of illustration, the base 11 is shown in a broken and expanded state). A coil 13 is wound around the magnetic pole 12 of the core 10.

The illustrated example is a three-phase AC drive type motor, and the coil 13 is
They are wound one for each magnetic pole and offset by one magnetic pole. In other words, the three magnetic poles 12 are U phase, ■ phase,
It becomes a W phase and has one magnetic pole length, and the symbol p in the figure indicates the magnetic pole pitch. The secondary conductor SC is made of an L-shaped material, and the reference numeral 14 indicates the main part of the conductor that passes through the gap G between the core magnetic poles of the primary iron core PC (for convenience of illustration, it is shown wider than it actually is), and the reference numeral 15 indicates the mounting part. The symbol t is the secondary conductor SC
(In particular, the thickness of the conductor main portion 14). In addition, w indicates the height (height, lamination thickness) and width of the core magnetic pole 12, hXw=
S is the area of the magnetic pole end face, that is, the area facing the secondary conductor SC (particularly the conductor main portion 14).

The capacity of a linear motor is determined by the thrust and speed of conveyance.
The larger they are, the greater the propulsion energy imparted to the carrier. Therefore, only thrust can increase propulsion energy.
There are three ways to increase only the speed or both, and various ways can be considered for each of them.

Now, one of the above-mentioned primary iron core Pc and secondary conductor SC is arranged in the transport path TR as a stator, and the other is arranged in the carrier CA as a movable body. - The secondary conductor movable type is when the secondary iron core PC is placed as a stator on the conveyance path and the secondary conductor SC is placed as a movable body on the carrier CA, and conversely, the secondary conductor SC is placed as a stake on the conveyance path TR. Place the next iron core PC as a movable body on carrier C.
Placement A is the primary core movable type. These will be explained in separate sections below.

(2) Secondary conductor movable type (FIG. 1) FIG. 1 shows a secondary conductor movable type linear motor conveyance system which is a first embodiment of the present invention. Symbol TR indicates a transport path, H is a horizontal transport section, and ■ is a vertical transport section. The symbol CA is a carrier, SC is a secondary air body provided as a movable body on carrier CA, and PC)l and PCv are provided as stators in horizontal conveyance section H and vertical conveyance section V of conveyance path TR, respectively. Shows the primary iron core.

In this embodiment, the means for making the propulsion energy EH and EV given to the carrier CA by the horizontal conveyance section H and the vertical conveyance section V, respectively, such that B H < E v is 1.
This is due to the improved structure of the primary iron core (stator).
Another method is electrical control, and these will be explained in separate sections below.

(2-1) - Invention of the structure of the secondary iron core (stator) This means various parameters of the primary iron core Pc, that is, the area facing the main conductor portion 14 of the secondary conductor SC of the magnetic pole 12 shown in FIG. S (= h This is to realize EII<EV by making a difference between the two. Each aspect will be explained in separate sections below.

(2-1-a) Opposing area S with secondary conductor (Fig. 2) × 1
2) The opposing areas SH and SV of the core magnetic pole 12 of the primary iron cores P CII and P Cv with the secondary conductor main portion 14 are set so that S, < SV. As is clear from the speed-thrust curve in FIG. 2, in the case of SV, compared to the case of Sll, the thrust increases by the amount shown by hatching in the entire speed range O to ■o.

This increase in thrust is mainly due to an increase in the permeance (magnetic permeability) of the magnetic poles due to an increase in the facing area S, that is, an increase in the amount of magnetic flux. In addition, the facing area S
There are three possible ways to increase (-hxw): increasing only h, only W, or both.
Almost the same effect can be obtained in terms of thrust increase.

This embodiment increases the propulsion energy of the carrier CA in the vertical conveyance section (2) by increasing the thrust, thereby making it possible to raise the carrier CA. Furthermore, as is clear from Fig. 2, S of SV
The thrust increase for , is larger as the speed is smaller. Therefore, in this embodiment, the vertical conveyance section V is V. Low-speed conveyance closer to 0 is more suitable than high-speed conveyance closer to zero. For example, if the object to be transported is heavy, the horizontal transport section (■) is set at V. It is conveyed at a high speed vh near the end, and in the vertical conveyance section V it is conveyed at a low speed Vz near 0.
It is advantageous to take advantage of the large increase in thrust ΔT.

By setting S)I<SV in this way, the horizontal conveyance section H
The necessary minimum propulsion energy can be applied to the carrier CA in each of the carriers CA and the vertical conveyance section V, and therefore efficient operation without wasting energy is possible.

Furthermore, by setting S and <SV, it is possible to make the primary iron core PcH of the horizontal conveying section H smaller and lighter than the primary iron core Pcv of the vertical conveying section (2).

(2-1-b) Gap between magnetic poles G (FIG. 3) - Gap between magnetic poles of iron cores pc, pcv Let GII and GV satisfy GH<GV. As is clear from the velocity-thrust curve in Figure 3, G in the case of GV.

The running speed increases compared to the case of , and the speed range is 0.
In the entire range of ~v1, the thrust increases by the amount shown by hunting.

This increase in traveling speed and thrust is mainly caused by fluctuations (or pulsations) in the magnetic flux density along the conveying direction due to the increase in the gap G.
This is because the width (that is, the difference between the maximum value and the minimum value) becomes smaller. In other words, as G increases, the magnetic flux of each magnetic pole spreads, so the magnetic flux density itself decreases (decrease in maximum value), and the magnetic flux density in the air space between adjacent magnetic poles increases (increase in minimum value). As a result, the fluctuation range (pulsation width) of the magnetic flux density is reduced and averaged, so that propulsion becomes smoother and running speed and thrust are increased.

Incidentally, the gear G can be increased by simply changing the mounting position of the core IO on the base 11 (Fig. 9).
This can be easily done by simply replacing one with another.

This aspect increases the propulsion energy of the carrier CA in the vertical conveyance section V by increasing the traveling speed and thrust, thereby making it possible to raise the carrier CA. Incidentally, as is clear from FIG. 3, at the same speed VJI, a thrust force increase of ΔT is obtained in GV with respect to GH. On the other hand, for the same thrust force T, GV can obtain a speed v6 that is higher than the synchronous speed v0 of Gl+.

Therefore, this embodiment is suitable for high-speed conveyance in which the vertical conveyance section V prioritizes speed over thrust. For example, the horizontal transport section H transports at a speed v1, and the vertical transport section ■ transports at a speed V. At this time, the increase in kinetic energy due to the increase in speed m (V, Z −V# ”)/2 (m is the carrier C
The mass of A) generates propulsion energy corresponding to the potential energy mgh (g is gravitational acceleration) due to the height difference (h) of the vertical conveyance section (2), making it possible for the carrier CA to rise.

By setting GH<GV in this way, the propulsion energy in the horizontal conveyance section H and the vertical conveyance section V can be set to the minimum necessary, thus improving energy efficiency.Moreover, the vertical conveyance section can carry faster than the horizontal conveyance section. It has the added advantage of being possible.

(2-1, -c) Magnetic pole pitch p (Figure 4) - Magnetic pole pitch pH, pV of the next iron core PC, PCv T)H”l
#v. In this case, the motor characteristics for pV are pH
It changes depending on the size relationship. As is clear from the speed-thrust curve in FIG. 4, when p)I > pV, the synchronous speed ■1 becomes ■ compared to the case of pu. becomes smaller, and the thrust increases in region A where the speed is 0 to ■3, but v3 to V,
decreases in region B of . On the other hand, when pH is low and pV, pIl
Compared to the case of , the synchronous speed ■2 is V. becomes larger, and the thrust increases in region B where the speed is between v3 and v2, but from 0 to
It decreases in the v3 area.

This embodiment increases the propulsion energy of the carrier CA in the vertical conveyance section (2) by increasing the thrust and traveling speed, thereby making it possible to raise the carrier CA. For example, as is clear from Figure 4, when priority is given to thrust, pH > pV and the speed is v3.
The thrust increase ΔT at that time is used as a smaller Vz. On the other hand, when speed is prioritized, pH is set to pV, and speed is set to vl.
Greater than 6, or ■. As the larger value 1, the thrust increase ΔT2 or speed increase (V, -vh) at that time
Take advantage of.

Thus plI≠pV (1) H>pV or pH
< pV), the propulsion energy in the horizontal conveyance section H and the vertical conveyance section ■ can be minimized, and energy efficiency can be optimally improved, and the conveyance speed in the vertical conveyance section can be selected between low speed and high speed. It also has the added advantage of being configurable.

Further, by setting pH<pV, the primary iron core PCH of the horizontal conveyance section H can be made smaller and lighter than the primary iron core PCv of the vertical conveyance section V. Particularly in the case of 1) H>py, it is possible to make the primary iron core PCv smaller and lighter than PCn.

(24-d) Core material with saturation magnetic flux density) - Next core P
Let the saturation magnetic flux densities Bo, , By of each core 0 of CI(, P Cv be Bo < B v.

This is possible, for example, by selectively using Panadium permenda, silicon steel plate, and iron as core materials.

In general, when it comes to core materials for AC motors, materials with higher saturation magnetic flux density, higher magnetic permeability, and lower core loss than iron such as panadium permenda and silicon steel sheets are preferred due to their characteristics and are also effective in reducing size and weight. Recommended.

However, in terms of price, it is more expensive than steel.

As a result, the vertical conveyance section V can be
Even if a core material with good magnetic properties such as Permenda or silicon steel plate is used, the magnetic properties will slightly deteriorate in the horizontal conveyance section H, but relatively inexpensive iron (not pure iron but rolled steel plate level is fine) is used. Depending on the core material used,
Optimal propulsion energy can be provided at low cost.

(2-1-e) Number of coil turns N - each coil 1 of the iron core P CII, P Cv
Let the number of turns NH and NV of 3 be N and <NV. As a result, the thrust force in the vertical conveyance section V increases compared to the horizontal conveyance section ■],
It is possible to increase career CA.

By setting NH < NV in this way, the propulsion energy in the horizontal conveyance section H and the vertical conveyance section ■ is kept to the minimum necessary,
Energy efficiency can be improved.

Further, by setting NII<NV, weight reduction can be achieved by reducing the coil weight of the horizontal conveyance section-second core PCIl.

(2-2) Electrical control This means controls the current value ■ or frequency f of the excitation current applied to the coil of the primary iron core PC from the horizontal conveyance section to the secondary iron core PCH.
and the vertical conveyance section-next iron core PCv.
It is intended to realize an electric vehicle, and its features will be explained in sections below.

(2-2-a) Current value IH, I, applied to the coil 13 of the second iron core pc, pcv, is set as ■□<Iv. As a result, the thrust force in the vertical conveyance section ■ increases compared to the horizontal conveyance section H, and the carrier C
It becomes possible to increase A.

Like this ■. By setting <Iv, the propulsion energy in the horizontal conveyance section H and vertical conveyance section ■ is kept to the necessary minimum,
Energy efficiency can be improved.

(2-2-b) Let the frequency fll+fV of the current applied to the coil 13 of the frequency f −th iron core PC++, PCv satisfy flI<fV.

This increases the traveling speed (synchronous speed) and thrust in the vertical conveyance section V, making it possible for the carrier CA to rise.

By setting fH<fV in this way, the transport energy in the horizontal transport section H and the vertical transport section (■) is minimized,
Energy efficiency can be improved.

(3) - Secondary iron core movable type (Fig. 5) Fig. 5 shows a primary iron core movable type linear motor conveyance system which is a second embodiment of the present invention. As in the case of Fig. 1, TR is the transport path, H is the horizontal transport section, ■ is the vertical transport section, and C
A is the carrier. PC is a primary iron core provided as a movable body in carrier CA, and SCI+ and SCv indicate secondary conductors provided in horizontal transport section H and vertical transport section V of transport path TR.

In this embodiment, one of the means for making the propulsion energy Ell and EV given to the carrier CA in the horizontal conveyance section H and the vertical conveyance section ■ become E□<EV is to change the structure of the secondary conductor. There are two methods: one based on ingenuity and the other based on electrical control, and each of these will be explained below in separate sections.

(3-1,) Improving the structure of the secondary conductor This means changes the parameters of the secondary conductor SC, that is, the thickness shown in FIG. The secondary conductor SC is different from the secondary conductor S Cv to realize E<EV, and the aspects thereof will be explained in separate sections below.

(3-1-a) Plate thickness t (Figure 6) Secondary conductor SCM
, SCv, each plate thickness t)++tv is tH<t
Let it be v. As shown in FIG. 6, in the case of 1V, compared to the case of t)I, the thrust increases by an amount shown by hunting in the speed range 0 to Vo. As a result, the thrust force in the vertical transport section V is increased compared to that in the horizontal transport section H, allowing the carrier CA to rise.

By setting tH<tv in this way, the propulsion energy in the horizontal transport section H and the vertical transport section V is minimized,
Energy efficiency can be improved.

Furthermore, by setting t)I<tv, it is possible to reduce the weight of the horizontal conveyance section secondary conductor SCH.

In this embodiment, as is clear from FIG. 6, the thinner the plate thickness t is, the more the peak of the thrust moves toward the negative speed side. This has the additional effect of increasing the braking force (negative speed) when decelerating or stopping the conveyance in the horizontal conveyance section H. This also realizes more efficient conveyance by increasing the plate thickness in the transmission or acceleration portion of the horizontal conveyance section H, and by making the plate thickness thinner in the deceleration or stop portion.

(3-1-b) Electrical conductivity σ (Figure 7) Secondary conductor SC,
, SCv, respectively, the conductivities σH and σV are σH<σ9. This is possible, for example, by making the secondary conductors scH, scv from materials with different conductivities, for example An and Cu, respectively. As a result, as shown in FIG. 7, in the case of σV, σ1. Compared to the case of , the thrust increases by the amount shown by hatching in the speed range O to Vo.

In other words, the thrust force in the vertical transport section (2) is increased compared to that in the horizontal transport section (I), making it possible for the carrier CA to rise.

In this way, by setting σV<σV, the propulsion energy in the horizontal transport section H and the vertical transport section V is minimized,
Energy efficiency can be improved.

In addition, in the case of this embodiment as well, as is clear from FIG. 7, the conductivity σ
The smaller the value, the more the peak of thrust moves toward the negative velocity side. Therefore, similar to the aspect (3-1-a) above, the horizontal conveyance section I]
(a) increase in braking force when decelerating or stopping conveyance]
An additive effect is obtained, and therefore more efficient conveyance can be achieved by increasing the conductivity σ in the sending or accelerating portions of the horizontal conveying section H, and conversely decreasing the conductivity σ in the decelerating or stopping portions. is possible.

(3-2) Electrical control This means controls the current value I or frequency f of the excitation current applied to the coil of the primary iron core PC (movable body) as in the case of the secondary conductor movable type described in (2-2) above. is made different between the horizontal conveyance section H and the vertical conveyance section (2) to realize EH, <EV, and each aspect will be explained in separate sections below.

(3-2-a) Current value ■ Current value Ill, Iv of the current applied to the coil 13 of the primary iron core PC by the horizontal conveyance section 11 and the vertical conveyance section V, respectively
Let IH<Iv. As a result, the thrust force in the vertical conveyance section (2) is increased compared to that in the horizontal conveyance section H, making it possible for the carrier CA to rise.

In this way, by setting ■□<Iv, the propulsion energy in the horizontal transport section H and vertical transport section ■ is minimized,
Energy efficiency can be improved.

(3-2-b) Frequency f Let the frequencies flI and fV of the current applied to the coil 13 of the −th order iron core pc in the horizontal conveyance section H and the vertical conveyance section V respectively be fH and <fV. As a result, the traveling speed (periodic speed) and thrust force in the vertical conveyance section (2) increase, making it possible for the carrier CA to rise.

By setting fu<fy in this way, the horizontal conveyance section IJ
And the propulsion energy in the vertical conveyance section (2) is kept to the necessary minimum, thereby improving energy efficiency.

〔Effect of the invention〕

As described below, in the linear motor type conveyance system according to the present invention, the propulsion energy EH and EV that the motor applies to the carrier in the horizontal conveyance section and the vertical conveyance section, respectively, satisfy EH<EV. Since the propulsion energy in each vertical conveyance section is set to the necessary minimum, it is possible to improve energy efficiency through efficient operation without wasting energy.

Further, by setting the necessary minimum energy as described above, there is no need to provide the motor with extra capacity, so the motor can be made smaller and lighter. Especially the first embodiment (secondary conductor movable type)
Invention of the structure of the primary iron core (stator) in the case of (S,
G, p, N) and the modification (1) of the structure of the secondary conductor in the case of the second embodiment (-order iron core movable type) can effectively reduce the size and weight.

[Brief explanation of drawings]

Fig. 1 is a schematic configuration diagram of the first embodiment (movable secondary conductor type) of the present invention, Fig. 2 is a diagram showing the dependence of speed-thrust on the magnetic pole facing area (S) in the j-th embodiment, Fig. 3 is a diagram showing the dependence of the speed-thrust on the magnetic pole gear (G) in the first embodiment, and Fig. 4 is a diagram showing the dependence of the speed-thrust on the magnetic pole pitch (G) in the first embodiment.
Figure 5 is a schematic configuration diagram of the second embodiment of the present invention (-order iron core movable type), Figure 6 is a diagram showing the primary conductor of velocity-thrust in the second embodiment. 7 is a diagram showing the dependence of velocity-thrust on the conductivity (σ) of the primary conductor in the second embodiment. FIG. 8 is a diagram showing the dependence of the velocity-thrust on the conductivity (σ) of the primary conductor in the second embodiment. FIG. 9 is a diagram showing the configuration of a linear motor of the conveyance system of the present invention. In Figures 1 to 9, CA is the carrier, 4.5.6 is the guide roller, TR is the transport path, 8 is the rail, H is the horizontal transport part, ■ is the vertical transport part, PC, PC++, PCv are the primary An iron core, 10 is a core, 12 is a magnetic pole, 13 is a coil, SC, 5C1l, SCv are secondary conductors, and 14 is a main part of the conductor. TR"-7 Transport path H--Horizontal transport section■--Vertical transport section CA--Carrier sc-Secondary conductor (movable body) pcH, pcv--Primary iron core (stator) speed-Magnetic pole of thrust Opposing area (S) dependence Speed (m/S) Speed - Thrust dependence on magnetic pole gap (G) Figure 3 Speed - Thrust dependence on magnetic pole pitch (P) Figure 4 TR・-Transport path H-- - Horizontal conveyance section ■ - Vertical conveyance section CA-m - Carrier PC - - Primary iron core (movable body) SCH, 5Cv - - Secondary conductor speed - Thrust dependent on primary conductor thickness (1) Speed (m /s) Speed - Dependency of thrust on primary conductor conductivity (0'') Main part configuration diagram of the conveyance system of the present invention 4.5.6 --- Guide roller 8-m-rail Figure 7 Conveyance system of the present invention Linear motor configuration diagram Figure 9 PC-11 Primary iron core, -Secondary conductor 1
0-.-Core 14-1-Conductor main part 72- Magnetic pole 13- Coil

Claims (1)

[Claims] 1. In a linear motor conveyance system that uses a linear motor to convey a carrier along a conveyance path including a horizontal conveyance section and a vertical conveyance section, the motor moves the carrier in the horizontal conveyance section and the vertical conveyance section, respectively. Propulsion energy E_H given to
and E_V satisfies E_H<E_V. 2. Claim 1, characterized in that the primary iron core of the motor is arranged as a stator along the conveyance path, and the secondary conductor of the motor is of a movable secondary conductor type provided on a carrier as a movable body. Linear motor conveyance system as described in Section. 3. The facing area S_H and S_V of each magnetic pole of the core of the primary iron core of each of the horizontal conveyance section and the vertical conveyance section with the secondary conductor is S_H and S_V.
The linear motor type conveyance system according to claim 2, characterized in that _H<S_V. 4. Gap G_H and G_V between the opposing magnetic poles of the core of the primary iron core of each of the horizontal conveying section and the vertical conveying section are set to G_H<
3. The linear motor type conveyance system according to claim 2, characterized in that G_V. 5. The linear motor type conveyance system according to claim 2, characterized in that the magnetic pole pitches p_H and p_V of the cores of the primary iron cores of the horizontal conveyance section and the vertical conveyance section are p_H≠p_V. 6. The linear motor conveyance system according to claim 5, characterized in that p_H>p_V. 7. The linear motor conveyance system according to claim 5, characterized in that p_H<p_V. 8. The saturation magnetic flux densities B_H and B_V of the core material of the primary iron core of each of the horizontal conveyance section and the vertical conveyance section are determined as B_H<B_V.
A linear motor type conveyance system according to claim 2, characterized in that: 9. The linear motor conveyance system according to claim 2, wherein the number of coil turns N_H and N_V of the primary iron core of each of the horizontal conveyance section and the vertical conveyance section is set to N_H<N_V. 10. I_H<I
_V. The linear motor type conveyance system according to claim 9. 11. The frequencies f_H and f_V of the coil excitation current of the primary core of each of the horizontal conveyance section and the vertical conveyance section are set as f_H<f_
3. The linear motor type conveyance system according to claim 2, wherein the linear motor type conveyance system is set to V. 12. Claim 1, characterized in that the secondary conductor of the motor is arranged as a stator along the conveyance path, and the primary iron core of the motor is of a movable primary iron core type provided on a carrier as a movable body. Linear motor conveyance system as described in Section. 13. The linear motor type conveyance system according to claim 12, characterized in that the plate thicknesses t_H and t_V of the secondary conductors of the horizontal conveyance section and the vertical conveyance section satisfy t_H<t_V. 14. The linear motor type conveyance system according to claim 12, characterized in that the conductivities σ_H and σ_V of the secondary conductors of the horizontal conveyance section and the vertical conveyance section satisfy σ_H<σ_V. 15. The linear motor type according to claim 12, characterized in that the current values I_H and I_V of the excitation current applied to the coil of the primary iron core in the horizontal conveyance section and the vertical conveyance section, respectively, satisfy I_H<I_V. Conveyance system. 16. The frequencies f_H and f_V of the excitation current applied to the coils of each primary iron core in the horizontal conveyance section and the vertical conveyance section are f
13. The linear motor conveyance system according to claim 12, wherein _H<f_V.