JPH08202449A - Automatic operation control device for carrier vehicles - Google Patents

Abstract

(57) [Summary] (Correction) [Purpose] To realize an automatic operation system for unmanned guided vehicles in a vast premises at a low cost and while minimizing deterioration of system reliability due to environmental factors. [Structure] The reference position identification members are installed at intervals along the running reference line set in the autonomous driving site. A reference position detecting means for detecting the reference position identification member and a steering angle control means for independently controlling the steering angles of the front and rear wheels of the transfer vehicle are provided on the transfer vehicle. A controller is provided, which calculates the attitude angle deviation and line deviation of the carriage with respect to the traveling reference line every time the reference position detecting member detects the reference position identifying member, and the reference position identifying member after traveling and moving. The estimated attitude angle deviation ψ _E (n) and the estimated line deviation ε _E (n) based on the detected speed signal of the carrier and the front and rear wheel detection steering angle signals are calculated from the non-detected position of the front and rear wheels. The steering angle is output to the steering angle control means to drive the vehicle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic operation control device for a carrier truck, and transports the carriage while accurately tracing a predetermined position of a traveling reference line defined in a vast site both indoors and outdoors. Control device for.

[0002]

2. Description of the Related Art Conventionally, an electromagnetic induction type automatic guided vehicle in which a guide wire is laid in advance on a road surface, and a guide signal output from the guide wire is detected to automatically travel along a predetermined road along the guide wire. (Japanese Patent Publication No. 4-67641) or a vehicle in which a CCD camera detects a relative displacement amount between a white line laid on a road and a carrier vehicle, and the carrier vehicle travels along the white line based on the relative displacement amount. Automatic driving device (JP-A-4-27
No. 331) is common as an automatic driving system for an automated guided vehicle.

However, it is often inconvenient to lay a guide line on all lines of a running reference line because of cost restrictions, and when a vehicle or the like passes over the guide line, a disconnection failure occurs. In addition, moving the traveling line while recognizing it by the image recognition processing is not suitable for outdoor traveling, as in the case of a clean room where dust is hardly generated.

From such a point of view, there has been proposed a system in which marker bodies made of magnets are embedded in a traveling reference line at regular intervals, and the vehicle is guided while detecting this (Japanese Patent Laid-Open No. 3-1.
77905). This forms a traveling path in which magnets are embedded at regular intervals, and a sensor for calculating the positional deviation by detecting the magnetic force of each magnet is attached to the vehicle body. The vehicle body is provided with an orientation sensor for detecting the geomagnetism, and the deviation between the orientation information preset between the adjacent magnets is calculated. Such an automated work vehicle travels from the starting magnet position toward the second magnet in front of the travel route, calculates the deviation of the self-position and the deviation of the azimuth when reaching the second magnet position, and then travels next time. A new traveling route is set for the third magnet position in front of the route, and the vehicle automatically travels along the intended route.

[0005]

However, in the above-described conventional automatic traveling system, when the sign installed on the traveling reference line is detected, the positional deviation and the direction deviation of the carriage are calculated, and the next deviation is calculated based on this deviation. Since the reference line is set again, it is impossible to perform highly accurate automatic driving unless the installation interval of the signs installed on the running reference line is reduced. This is because the traveling direction toward the next marker magnet is determined after detecting the marker magnet and a new traveling reference line along the existing reference line is set. This is because the correction process cannot be performed, and there is a disadvantage that the installation interval of the marker magnets must be set sufficiently small to reduce the error.
In such a system, the number of marker magnets to be installed greatly increases when attempting to perform automated driving on a vast site.

An object of the present invention is to realize an automatic operation system for an unmanned guided vehicle in a vast premises at a low cost and with a minimum reduction in system reliability due to environmental factors, etc. It is to provide a control device.

[0007]

In order to achieve the above-mentioned object, an automatic operation control device for a carrier vehicle according to the present invention is a first embodiment.
In the control device for automatically operating the carrier along a preset travel reference line in the site, reference positions installed at intervals along the travel reference line set in the automatic operation site. An identification member, a reference position detection means provided on the carrier for detecting the reference position identification member, a steering angle control means for independently controlling steering angles of front and rear wheels of the carrier, and a reference position by the reference position detection means. The attitude angle deviation and line deviation of the carriage with respect to the traveling reference line are calculated for each detection of the identification member, and the detected speed signal of the carriage and the front and rear wheel detection steering angle are calculated from the non-detection position of the reference position identification member after traveling. Estimated attitude angle deviation ψ _E (n) based on signal
And the estimated line deviation ε _E (n) are calculated, and the steering angle θf of the front wheels,
The steering angle θr of the rear wheels is

[0008]

[Mathematical formula-see original document] θf = −k ₁ · ψ _E (n) −k ₂ · ε _E (n) θr = k ₁ · ψ _E (n) −k ₂ · ε _E (n) (where k ₁ , k ₂ is a positive constant), and a controller for outputting the steering angle of the front and rear wheels to make the estimated attitude angle deviation and the estimated line deviation both zero and causing the steering angle control means to travel, is provided. It has a different structure.

Secondly, in a control device for automatically operating a carrier vehicle along a travel reference line preset in the site, the controller has absolute position information of the travel reference line within the site. It is mounted on an absolute position identification member that is installed at intervals along the running reference line set in the autonomous driving site and a carrier truck that detects the absolute position identification member and outputs an absolute position identification signal. Absolute position detection means,
Reference position identification members installed at intervals along a running reference line set in the automatic operation site, reference position detection means provided on the transport vehicle for detecting the reference position identification member, and front and rear of the transport vehicle. Steering angle control means for independently controlling the steering angle of the wheels and absolute position identification signal by the absolute position detection means are used to update the absolute position information of the carrier on the traveling site, and the reference position identification means is used for the reference position identification. The attitude angle deviation and the line deviation of the carriage with respect to the traveling reference line are calculated for each detection of the member, and the detection speed signal and the front and rear wheel detection steering angle signal of the carriage are detected from the non-detection position of the reference position identification member after traveling. Estimated attitude angle deviation ψ based on
_E (n) and estimated line deviation ε _E (n) are calculated, and the steering angle θ of the front wheels is calculated.
f, rear wheel steering angle θr,

[0010]

[Mathematical formula-see original document] θf = -k ₁ · ψ _E (n) -k ₂ · ε _E (n) θr = k ₁ · ψ _E (n) −k ₂ · ε _E (n) (where k ₁ , k ₂ is a positive constant), and a controller for outputting the steering angle of the front and rear wheels to make the estimated attitude angle deviation and the estimated line deviation both zero and causing the steering angle control means to travel, is provided. It has a different structure.

In the above structure, the reference position identification members form pairs corresponding to front and rear positions of the carriage.
The magnetic force generating means are installed at intervals along a running reference line set in the automatic operation site, and the reference position detecting means is provided from two of the magnetic force generating means provided at two positions before and after the carriage. It may be configured as a magnetic force detecting means for detecting magnetism.

[0012]

According to the above construction, the carrier truck starts to move along the reference line by the automatic operation command from the starting position to the reaching position of the reference line to be traveled, and is installed at intervals along the traveling reference line. By detecting the reference position by the detecting means arranged on the transport vehicle, the reference position identification member can detect the attitude angle deviation and the line deviation at the detected position. If the transport vehicle continues to move after detecting this deviation, it becomes impossible to detect the reference position signal from the reference position identification member, but after this time, the detection speed signal of the transport vehicle and the front and rear wheel detection steering angle signals are detected. Based on the above, the controller sequentially estimates and calculates the posture angle deviation and the line deviation. The controller independently controls the steering angles of the front and rear wheels of the carrier vehicle so as to eliminate these deviations, and controls the front and rear wheels in all steering patterns from in-phase steering to anti-phase steering according to the deviations. As a result, the posture angle of the carrier vehicle is corrected and driven so as to match the traveling reference line at an early stage, and when the next reference position identification member is detected, the actual deviation is obtained and the estimated deviation is updated with the measured value deviation. However, it can be used for trajectory correction in the next section. Therefore,
Even if the carrier truck deviates from the reference line due to disturbance such as road surface inclination, wind pressure, wheel diameter imbalance, eccentric load, wheel slip, etc., it can return to the traveling reference line early by independent steering of the front and rear wheels. .

Further, by installing the absolute position identification member on the traveling reference line, the carrier can detect the absolute position information on the premises. By detecting this absolute position information together with the reference position detection by the reference position identification member, the self-position of the carriage can be reliably detected, and erroneous recognition during automatic driving can be prevented.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A concrete embodiment of an automatic operation control apparatus for a carrier according to the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a block diagram of an automatic driving control system according to the embodiment, and FIG. 2 is a block diagram of a system configuration. In FIG. 1, a carrier 10 for automatic driving includes a front wheel steering mechanism 12F and a rear wheel steering mechanism 12R, and is driven via a hydraulic power source driven by a diesel engine 13 mounted as a traveling drive source. It has a hydraulic motor 14 which is driven by the rear wheel drive. Further, the front and rear wheel steering mechanisms 12F and 12R include steering angle sensors 16F and 16R.
However, a vehicle speed sensor 18 is provided in the differential gear unit 17 of the traveling drive unit so that the front and rear wheel steering angles of the carrier truck and the traveling speed can be detected.

A reference line R along which the carrier 10 travels is set on the site, and magnetic plates 20 as magnetic force generating means are installed on the travel reference line R at intervals. The magnetic plate 20 has a permanent magnet housed in a cover container, and the surface cover is exposed and embedded in the cover container along a running reference line. On the other hand, a detection means for detecting the magnetic force generated from the magnetic plate 20 is provided on the side of the carriage 10 and is composed of a carriage front sensor 22F and a rear sensor 22R. Both sensors 22F, 22
Each R is formed so as to extend along the vehicle width direction and detects the maximum strength position of the magnetic force generated by the magnetic plate 20 so that the deviation from the center of the carriage can be detected on each sensor. The magnetic plate 20 includes a carrier front / rear sensor 22.
It is installed to match the span of F and 22R.
For example, front and rear sensors 22F, 22 in the carriage 10
If the R interval (sensor span) L is 12 m,
Similarly, the installation interval of the magnetic plates 20 is set to be 12 m. As a result, the carriage 10 moves to the 2
It is possible to simultaneously detect the magnetic force from the magnetic plates 20 at various places, and by detecting the magnetic force, the attitude angle (posture angle deviation) of the carriage 10 with respect to the travel reference line R can be obtained. The positional deviation (line deviation) can be obtained.

Further, a carrier vehicle controller 30 is mounted on the carrier vehicle 10. This controller 30
As shown in FIG. 2, the traveling that is communicated with the management control computer 34 of the control center 32 for controlling the operation of the unmanned vehicle outside the vehicle via the radio modem 36 and is output from the management control computer 34. By the start command and the target travel route command, travel control toward the target position, starting, and braking are performed.

Various signals from the carrier vehicle are input to the carrier vehicle controller 30. These are the average steering angle signals of the left and right front wheels from the steering angle sensors 16F and 16R and the average steering angle of the rear wheels. The signal is input, the traveling speed signal from the vehicle speed sensor 18 and the magnetic force detection sensor 2
The deviation signals from 2F and 22R are input. An engine control circuit 38 is connected to the output side of the carrier vehicle controller 30 to transmit a start command, a stop command, and a rotation speed command. Further, the controller 30 includes a steering / drive / braking control hydraulic circuit 40 for performing steering control during traveling and traveling / stopping.
Are connected, and the steering signals to the front and rear steering mechanisms 12F and 12R, and the traveling drive and the braking drive are output to each operation unit of the transport vehicle.

The carrier vehicle controller 30 generates a control signal to the control circuits 38 and 40 based on the input signal, which is basically generated by the information from the control center 32 or in the controller 30. The traveling speed and the steering angle command value are output to the carriage driving control circuits 38 and 40 to perform various drives, and the measured values of the steering angle and the vehicle speed are sampled by the sensors provided on the vehicle body side. The measured value is taken into the controller 30 and fed back so that the deviation between the measured speed and the commanded speed and the deviation between the measured steering angle and the commanded steering angle become zero, and the traveling control of the carrier vehicle is performed. In such basic control, in the present invention, control is performed so as to maintain an accurate posture angle with respect to a specified traveling reference line.

For this reason, the controller 30 has an estimated deviation calculating section 42, and the estimated deviation calculating section 42 calculates the estimated attitude angle deviation ψ _E (n) and the estimated line deviation ε _E (n). This is a pair of front and rear magnetic plates 2 at the first starting position.
0 is detected by the magnetic force detection sensors 22F and 22R at the front and rear of the carrier vehicle, and the front-back deviation d from the detected center of the carrier vehicle is detected.
It is calculated by the following formula from f and dr and the sensor span L.

[0021]

[Equation 5] ψ _E (n) = Arctan [(df-dr) / L] + ψ ₀ ε _E (n) = (df + dr) / 2 + ε ₀ where ψ _E (n) is the estimation at the current sampling time. Attitude angle deviation (deg), ε _E (n) is the estimated line deviation (cm) at the current sampling time, and df is the deviation amount (cm) of the front magnetic plate 20 from the vehicle body center line at the front magnetic force detection sensor position of the carriage. , Dr is the shift amount (c of the rear magnetic plate 20 from the vehicle body center line at the position of the rear magnetic force detection sensor of the carrier vehicle).
m) and L are spans (cm) of the front and rear magnetic force detection sensors. The second terms ψ ₀ and ε ₀ in the above equations are the control target attitude angle deviation and the control target line deviation designated by the target travel route command.

In this state, the traveling start command is issued by the control center 3
2, the carrier 10 starts traveling along the instructed travel reference line, but from the moment when the carrier 10 starts moving and one of the front and rear magnetic plates is no longer detected, the estimated deviation calculator In 42, the estimated attitude angle deviation and the estimated line deviation based on the virtual carrier model are calculated based on the following equations.

[0023]

[Equation 6] ψ _E (n) = ψ _E (n-1) + (1/2) · [ψ '(n) + ψ' (n-1)] · T ε _E (n) = ε _E (n -1) ＋ (1/2) ・ [sin {ψ _E (n) + β (n)} + sin {ψ _E
(n-1) + β (n-1)}] ・ V ・ T where ψ '(n) and β (n) are

[0024]

[Formula 7] ψ '(n) = (180 / π) ・ (V / l _h ) ・ (tanδf-tanδr) / √
It is given by ^{{1+ (tanδf + tanδr) 2} /4} β (n) = Arctan {(tanδf + tanδr) / 2}. The symbol "'" indicates differentiation. In addition,
δf is the average steering angle [deg] of the front wheels, and δr is the average steering angle of the rear wheels.
[deg], V is the vehicle speed [cm / sec] at the center of the vehicle body, and l _h is the front-rear axle distance (wheel base) [cm].

Where ψ '(n) is the yaw rate calculated from the detected vehicle speed and the front and rear wheel detected steering angles by the vehicle motion equation.
(deg / sec), β (n) is the sideslip angle (deg) of the vehicle body center calculated from the front and rear wheel detection steering angles by the vehicle motion equation, V is the vehicle speed at the vehicle body center point (cm / sec), and T is the sampling cycle. (se
c). Note that (n-1) means a value before one sampling.

The estimated deviation calculated in this way is output to the target steering angle calculation unit 44, which calculates the estimated attitude angle deviation ψ _E (n) and the estimated line deviation ε _E. The steering control is performed with the front and rear wheels of the carrier truck as independent control targets so that (n) is always "0".
When the front and rear wheel control target steering angles are θf and θr,

[0027]

[Mathematical formula-see original document] θf = -k ₁ · ψ _E (n) − k ₂ · ε _E (n) θr = k ₁ · ψ _E (n) − k ₂ · ε _E (n) where k ₁ and k ₂ Is a positive constant.

According to the result calculated based on the above equation,
A command voltage calculated by the following equation is output to an actuator such as a control amplifier of a flow rate control proportional valve that steers the front and rear wheels to independently control the steering angles of the front and rear wheels.

[0029]

## EQU00009 ## vf = ks.multidot. (. Theta.f-.delta.f) vr = ks.multidot. (. Theta.r-.delta.r) where vf is a command voltage (volt) for the front wheel steering actuator control amplifier, and vr is a command voltage for the rear wheel steering actuator control amplifier. (volt) and δf are front wheel left and right average steering angle (detected steering angle, deg), δr is rear wheel left and right average steering angle (detected steering angle, deg), and ks is a control constant. The relationship between the vehicle body posture and the front and rear wheel average steering angles described above is shown in the schematic diagram of FIG.

Such command voltage values are output to the front and rear wheel drive control drivers 46F and 46R, and the front and rear wheel drive currents Cf and Cr corresponding to the control amounts of the output signals are output to the driver 4.
Output from 6F and 46R, and the hydraulic control circuit 40 operates the steering mechanism of the carriage. By the attitude control logic, the estimated attitude angle deviation ψ _E (n) and the estimated line deviation ε _E (n) are both finally controlled to “0”, and the vehicle body of the carrier vehicle 10 is reached by the time the next target position is reached. The center line is aligned with the traveling reference line R, and the orientation of the vehicle body is set to the target traveling direction.

A structural example of the hydraulic control circuit 40 is shown in FIG. As shown in this drawing, steering mechanisms 12F and 12R for the front and rear wheels of the carriage are provided so that the front and rear wheels can be independently steered. The steering angle command voltages vf and vr for the front and rear wheels calculated by the controller 30 are output to the respective drive drivers 46F and 46R for the front and rear wheels, and the respective drive drivers 46F and 46R are electromagnetic proportional valves interposed in the hydraulic circuit. 56F and 56R are driven, and the steering amount based on the calculation result from the controller 30 is controlled so as to be given to each steering mechanism 12F and 12R.

By the way, in the above-mentioned embodiment, the magnetic plates 20 are installed on the traveling reference line R at intervals of the vehicle length. As an absolute position identification member having absolute position information on the automatic operation site on this reference line. The ID tags 58 can be installed at intervals. Corresponding to the ID tag 58, the absolute position detecting means 60 for reading the address information from the ID tag 58 may be mounted on the side of the carrier 10. As shown in FIG. 5, the ID tag 58 is installed at an intermediate position of the magnetic plate 20. A detection sensor that can face the ID tag 58 is provided on the lower surface of the center of the carrier 10.
The identification signal of the D tag 58 is read, the address information of all the traveling reference lines stored in the memory of the controller 30 is read, and the absolute position of the user on the site can be recognized. Therefore, the carrier 10 can detect the absolute position information on the traveling reference line R simultaneously with the detection of the magnetic plate 20, and the control accuracy is improved.

A concrete control method of the automatic operation control device for the carrier vehicle thus constructed will be described with reference to FIG.
As shown in FIG. 6 (1), when the carrier vehicle 10 at the position of ID = 2 is moved to the position of ID = 9, the data of the target travel route command as shown in FIG. 6 (2) is created. To do.

As a result, first, ID = 2 is detected,
And when the front and rear magnetic plates are detected, the pointer (array element) of the target travel route command is updated from "0" to "1", and the next target ID = 3, and ID = 2 to ID = 3. In the attitude control data of, both the control target attitude angle deviation and the control target line deviation are “0”, and the vehicle goes straight.
Similarly, when ID = 3 is detected, the pointer is updated from “1” to “2”, target ID = 6, control target attitude angle deviation from target = −90 degrees, control target line deviation = 18.
It will be 00 cm and will make a 90 ° left turn. After that, it is possible to carry out automatic conveyance by repeatedly performing such processing to the final target position.

The details of such control processing are as follows. Now, the carrier 10 is parked above ID = 2,
It is assumed that the front and rear magnetic plates are detected. At this time, the estimated posture angle deviation and the estimated line deviation by the virtual vehicle model reach the next target ID = 3 according to the actual measurement values detected by the front and rear magnetic plate detection sensors and the target travel route command data. It is set as follows by the attitude control data of.

[0036]

[Equation 10] ψ _E (n) = Arctan [(df-dr) / 1200] +0 ε _E (n) = (df + dr) / 2 + 0 In this state, if the control start command is issued from the control center, conveyance The trolley 10 starts traveling toward ID = 3. From the moment when the carriage 10 starts moving and one of the front and rear magnetic plates is no longer detected, the estimated attitude angle deviation and the estimated line deviation based on the virtual vehicle model are calculated as follows.

[0037]

[Equation 11] ψ _E (n) = ψ _E (n-1) + (1/2) · [ψ '(n) + ψ' (n-1)] · T ε _E (n) = ε _E (n -1) ＋ (1/2) ・ [sin {ψ _E (n) + β (n)} + sin {ψ _E
(n-1) + β (n-1)}] · V · T The attitude control logic of the carriage 10 carries out steering in a direction in which the estimated attitude angle deviation and the estimated line deviation are always zero. That is, the front and rear wheel control target steering angles θf and θr are

[0038]

[Equation 12] θf = −k ₁ ψ _E (n) −k ₂ ε _E (n) θr = k ₁ ψ _E (n) −k ₂ ε _E (n) Steering mechanisms 12F and 12R for steering
For each drive driver 46F, 46R for driving

[0039]

[Mathematical formula-see original document] vf = ks (θf-δf) vr = ks (θr-δr) The command voltage calculated by this is output to control the steering angles of the front and rear wheels.

Here, in the target rudder angle determination logic according to the above formulas 11 to 13, when the magnetic plate detects a posture deviation from the target during the straight ahead control, the posture correction control is as follows.

(1) When the attitude angle deviation ≠ 0 and the line deviation = 0, this means that the vehicle body center line is on the traveling reference line when passing through the magnetic plate, but a deviation occurs between the target traveling direction and the vehicle body center line. It means that In this case, the above formula 12 is

[0042]

[Equation 14] θf = −k ₁ · φ _E (n) θr = k ₁ · φ _E (n), which is equivalent to θr = k ₁ · φ _E (n), which is so-called antiphase steering in which the steering directions of the front wheels and the rear wheels are reversed. . As a result, the steering pattern that corrects the attitude angle deviation at the shortest is selected.

(2) If the posture angle deviation = 0 and the line deviation ≠ 0, this means that when the magnetic plate passes, the center line of the vehicle body deviates to the left or right from the running reference line, but the target traveling direction and the center line of the vehicle body. It means that the direction of is the same.

In this case, the above equation 11 is

[Equation 15] θf = −k ₂ · ε _E (n) θr = −k ₂ · ε _E (n), which is the same phase steering that steers the front and rear wheels in the same direction. . As a result, the steering pattern that corrects only the line deviation in the shortest time is selected without causing the attitude angle deviation.

During actual traveling, the combined control of (1) and (2) is performed, and any steering pattern from in-phase steering to anti-phase steering is arbitrarily selected according to the occurrence status of the attitude angle deviation and the line deviation. Therefore, the posture deviation can be corrected in the shortest time.

With the above logic, the estimated attitude angle deviation ψ
_{Both E} (n) and the estimated line deviation ε _E (n) are finally controlled to zero, and the vehicle body center line of the carrier 10 is on the target line by the time the next target ID address is reached. The direction of the vehicle body is controlled to the target traveling direction.

By the above control, when ID = 3 is reached and the front and rear magnetic plates are detected, the pointer (array element) of the target travel route command is updated from 1 to 2 (FIG. 6 (2)).
And the next target ID = 6. Furthermore, the target ID = 6
Based on the attitude control data for reaching

[0048]

[Equation 16] ψ _E (n) = Arctan [(df-dr) / 1200] −90 ε _E (n) = (df + dr) / 2 + 1800 is set.

Immediately after passing ID = 3, heading for ID = 6
While running_E(n), ε Control E (n) to zero
Therefore, the front wheels are steered to the left and the rear wheels are steered to the right.
As a result, turn left. ID = 3, of the front and rear magnetic plates
From the time when either one is no longer detected,
The posture estimation logic while the front and rear magnetic plates are not detected
The posture is estimated, and the front and rear wheels are steered according to the situation.
When the vehicle passes ID = 6, it runs in the target traveling direction.
It is controlled so that the car body center line is aligned with the line reference line.
Becomes

Further, even when the magnetic plate is detected on ID = 6, it is controlled in the same manner as the traveling control to ID = 3, and finally on ID = 9, the carrier truck is moved to the traveling reference line in the target traveling direction. Will be controlled so that the vehicle body center lines of the vehicle body and the vehicle body are aligned.
Then, when ID = 9 is detected, a series of control sequences based on the target travel route command are completed, and the carriage 10 automatically stops.

When the next target travel route command is issued from the ground station, the same control is performed and the vehicle automatically travels to the final target ID.

The above attitude control logic has been described in a simplified manner to explain the basic concept. However, in the actual transport vehicle control system, when the traveling control sequence of the target traveling route command is straight traveling, lane change is performed. If, and if it is cornering, etc., the coefficients (K ₁ , K ₂ ) of the target steering angle calculation are optimally set.

Needless to say, the traveling speed is controlled to an appropriate traveling speed according to the situation immediately before going straight, changing lanes, cornering, and immediately before stopping.

[0054]

As described above, according to the present invention,
One-point section (for example, 12m) on the road on the autonomous driving site
Since it is only necessary to embed the magnet in each case, it is possible to reduce the cost. In addition, unlike the guide wire type and white wire type, it is not affected by disconnection, dirt, rain, snow, etc., so the system reliability is not affected by the environment inside the operating site and the deterioration of the system over time is reduced. It becomes possible.

Further, by using the ID tag for address identification and the magnetic plate information together, the absolute position of the carrier on the automatic operation site can be detected with high accuracy, and erroneous recognition of the current position can be prevented. Control accuracy can be improved. By estimating the attitude angle using the motion model of the carrier vehicle, it is possible to perform attitude control at low cost and with high accuracy.

Further, when the gyro is mounted and the estimated attitude angle is monitored, the angle of the gyro is corrected every time the reference position is passed, so that the rotation of the earth and the vibration of the vehicle body cause It is possible to perform highly accurate monitoring without being affected by the drift of the detected posture angle with time. Due to situations such as tire slippage that deviates from the transport vehicle motion model, an unacceptable error may occur between the actual posture angle of the transport vehicle and the estimated posture angle, causing the truck to deviate from the predetermined travel route. Can be prevented.

[Brief description of drawings]

FIG. 1 is a system configuration diagram of an automatic operation control device for a carrier vehicle according to an embodiment.

FIG. 2 is a configuration block diagram of a control device according to an embodiment.

FIG. 3 is a schematic diagram for explaining a running state using virtual tires.

FIG. 4 is a detailed view of a steering section of the carrier vehicle.

FIG. 5 is a plan configuration diagram showing a relationship between an ID tag and a magnetic force generating means of a traveling carriage running reference line and various sensors on the traveling carriage.

FIG. 6 is an explanatory view showing a data line of a control sequence of a traveling reference line of a carrier vehicle and a target traveling route command.

[Explanation of symbols]

10 Transport Car 12F, 12R Steering Mechanism 13 Diesel Engine 14 Hydraulic Motor 16F, 16R Steering Angle Sensor 17 Differential Gear 18 Vehicle Speed Sensor 20 Magnetic Plate 22F, 22R Magnetic Force Detection Sensor 30 Transport Car Controller 32 Control Center 34 Management Control Computer 36 Radio Modem 38 Engine control circuit 40 Steering / driving / braking control hydraulic circuit 42 Estimated deviation calculation unit 44 Target rudder angle calculation and steering command voltage calculation unit 46 Drive control driver 48 ID tag (absolute position identification member) 50 Absolute position detection means

Claims (3)

[Claims] 1. A control device for automatically operating a carrier vehicle along a travel reference line preset within a site, wherein the controller is installed at intervals along the travel reference line set within the automatic operation site. A reference position identification member, a reference position detection unit provided on the carrier for detecting the reference position identification member, a steering angle control unit independently controlling steering angles of front and rear wheels of the carrier, and the reference position detection unit. The posture angle deviation and line deviation of the carriage with respect to the traveling reference line are calculated each time the reference position identifying member is detected by the., And the detected speed signal of the carriage and the front and rear wheels are detected from the non-detection position of the reference position identifying member after traveling. The estimated attitude angle deviation ψ _E (n) and the estimated line deviation ε _E (n) based on the detected steering angle signal are calculated, and the steering angle θf of the front wheels and the steering angle θr of the rear wheels are calculated by the following equation: θf = −k ₁・ Ψ _E (n) −k ₂・ ε _E (n) θr ＝ k ₁・ Ψ _E (n) −k ₂ · ε _E (n) (where k ₁ and k ₂ are positive constants), and both the estimated attitude angle deviation and the estimated line deviation are set to zero. A controller for outputting the steering angles of the front and rear wheels to the steering angle control means to drive the steering angle control means, and an automatic operation control device for a carrier vehicle. [Claim 2] A driving reference line preset on the site
The control device for automatically operating the carrier
The absolute position information of the driving reference line in the autonomous driving site,
Set intervals along the running reference line set in the dynamic operation site.
Installed and the absolute position identification member is detected and an absolute position identification signal is output.
Between the absolute position detection means mounted on the transporting vehicle and the traveling reference line set in the automatic driving site.
A reference position identification member installed at a distance, and a base provided on the carrier for detecting the reference position identification member.
Steering angle control that controls the quasi-position detection means and the steering angles of the front and rear wheels of the carrier independently.
Means for detecting the absolute position identification signal by the absolute position detecting means.
By updating the absolute position information of the carrier on the premises,
Runs each time the reference position identification member is detected by the reference position detection means.
Attitude angle deviation and line deviation of the carriage with respect to the line reference line
Calculate the difference and identify the reference position after traveling
From the non-detection position of the member to the detected speed signal of the carrier and the front and rear wheels
Estimated attitude angle deviation ψ based on the detected steering angle signal_E(n) and estimated
Deviation ε Calculate E (n), steer angle θf of front wheels, steering of rear wheels
The angle θr is represented by the following equation: θf = −k₁・ Ψ_E(n) −k₂・ Ε_E(n) θr ＝ k₁・ Ψ_E(n) −k₂・ Ε_E(n) (however, k₁, K₂Is a positive constant. ) And calculate this
Both the estimated attitude angle deviation and the estimated line deviation from
And output the steering angle of the front and rear wheels to the steering angle control means.
A controller for running the vehicle is provided.
Automatic operation control device for carrier vehicles. 3. A magnetic force generating device, wherein the reference position identification members are paired corresponding to the front and rear positions of a carrier, and are installed at intervals along a running reference line set in the automatic operation site. 3. The transport according to claim 1 or 2, wherein the reference position detection means is a magnetic force detection means for detecting magnetism from the magnetic force generation means provided at two positions before and after the transport carriage. Automatic driving control system for trucks.