KR101398957B1 - Transporting vehicle - Google Patents

Abstract

The present invention realizes stabilization of running behavior in a conveyance vehicle in which a motor is provided separately for the left and right wheels to independently drive the wheels.
The conveying vehicle 3 includes a conveying vehicle body 15, first and second drive wheels 25 and 28, a first motor 26 and a second motor 29, A control unit 63, and a second motor control unit 64. [ The first drive wheel 25 and the second drive wheel 28 are provided in the conveyance car body 15. The first motor 26 and the second motor 29 are connected to the first drive wheel 25 and the second drive wheel 28, respectively. The first motor control unit 63 performs PID control of the first motor 26. [ The second motor control unit 64 can switch the PID control and the feedback control not including the differential component in controlling the second motor 29. [

Description

TRANSPORTING VEHICLE

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a conveyance vehicle, and more particularly to a conveyance vehicle in which motors are separately provided on left and right wheels and independently drive wheels.

BACKGROUND ART [0002] Carriers for conveying a large-sized glass substrate or a cassette containing a plurality of glass substrates are known. The carriage automatically runs inside the clean room in the factory to transport the articles between the processing apparatuses.

The orbit on which the carriage travels is, for example, a rail suspended from the ceiling. In this case, the space in which the rails and the conveyance vehicle travel is a clean room that is blocked from the outside.

The conveying vehicle has wheels on both right and left sides, a motor is connected to one of the wheels to constitute a drive wheel, and the other wheel serves as a follower. The conveyance car also has guide rollers that contact the left and right guide rails.

BACKGROUND ART [0002] There is known a technique in which a drive wheel is driven by servo control, and a drive control section performs PID control or PD control of the motor (for example, see Patent Document 1). For example, if PID control is used, the motor control is performed so as to follow the command speed with respect to load fluctuations caused by external disturbances.

[Patent Document 1] Japanese Patent Laid-Open Publication No. 2000-298518

A carriage is known in which left and right wheels are independently driven by providing separate motors on the left and right wheels. In this case, since it is impossible to completely synchronize the left and right wheels, stable running is achieved by PID control of the left and right drive wheels. However, in the case where PID control is performed on both drive wheels, there is a problem in that the traveling behavior of the transportation vehicle becomes unstable if the left and right torque balances are disturbed even by a small amount. In particular, the traveling behavior tends to be disturbed when the conveyance vehicle decelerates and stops.

An object of the present invention is to realize stabilization of traveling behavior in a transportation vehicle in which a motor is provided separately for the left and right wheels so that the wheels can be independently driven.

A conveying vehicle according to one aspect of the present invention includes a vehicle body, first and second running wheels and right and left running wheels, a first motor and a second motor, a first control section, and a second control section. The first running wheel and the second running wheel are installed in the vehicle body. The first motor and the second motor are connected to the first running wheel and the second running wheel, respectively. The first control unit PID-controls the first motor. The second control section can switch the PID control and the feedback control not including the differential element to control the second motor.

In the conveyance vehicle, when the first motor is subjected to the PID control, the second control section can perform the feedback control not including the differential element for the second motor. At this time, the responsiveness to disturbance is degraded in the second motor and the second running wheel. Thus, even if the response performance to the disturbance is high at the first motor and the first running wheel side, the second running wheel follows it, and it is difficult to adversely affect the running of the entire conveying car. In this way, the running behavior of the conveyance vehicle is stabilized.

A conveyance vehicle according to another aspect of the present invention is a conveyance vehicle that travels along a running surface and a guide rail. The conveyance vehicle includes a body, a pair of bogie carts, a first motor and a second motor, And a second control unit. The pair of viewing carts are provided on the front and rear sides of the vehicle body and have a first running wheel and a second running wheel on the left and right running surfaces, and a guide roller supported by the guide rails. The first motor and the second motor are connected to a first running wheel and a second running wheel provided on at least one of the pair of view trucks, respectively. The first control unit PID-controls the first motor. The second control section can switch the PID control and the feedback control not including the differential element in controlling the second motor.

In the conveyance vehicle, when the first motor is subjected to the PID control, the second control section can perform the feedback control not including the differential element for the second motor. At this time, the responsiveness to disturbance is degraded in the second motor and the second running wheel. Thus, even when the response performance to the disturbance is high on the first driving wheel side, the second driving wheel follows it, and it is difficult to adversely affect the traveling of the entire conveying car. In this way, the running behavior of the conveyance vehicle is stabilized.

Further, since the conveying car is supported by the guide rails, unstable operation caused by disturbance on the second motor and second driving wheel side is unlikely to occur.

The second control unit may perform the PID control when the traveling speed of the conveyance car is higher than the predetermined speed and perform the feedback control not including the differential factor below the predetermined speed.

In the conveyance path, for example, during the positioning operation after the deceleration control, the first control section may perform the PID control and the second control section may perform the feedback control not including the differential element. Accordingly, at the time of normal traveling of the conveyance vehicle, both motors are subjected to PID control to improve the response performance to the disturbance as a whole, and the running behavior of the conveyance vehicle can be stabilized at low speed traveling of the conveyance vehicle .

The second control unit may perform the PID control in the region where the inner / outer ring speed difference is changed when the conveying vehicle runs on a curve, and the feedback control not including the differentiating element in the region where the inner / outer wheel speed difference is constant.

In the conveyance path, the first control unit may perform the PID control and the second control unit may perform the feedback control that does not include the differential element, in the region where the inner / outer ring velocity difference is constant at the time of curve running. Accordingly, at the time of normal traveling of the conveyance vehicle, both motors are subjected to PID control to improve the response performance to the disturbance in the entire conveyance car, and furthermore, the traveling behavior of the conveyance car can be stabilized at the time of traveling the curve of the conveyance car .

In the conveyance vehicle according to the present invention, the running behavior is stabilized when the motors are provided separately for the left and right wheels and can independently drive the wheels.

1 is a schematic diagram of a conveyer system in which one embodiment of the present invention is employed.
2 is a partial plan view of the conveyance system.
3 is a block diagram showing a control configuration of the conveyance system.
4 is a block diagram showing a travel control section of a conveyance vehicle.
5 is a graph showing the relationship between the distance and the speed of the stopping operation.
6 is a speed ratio table at the time of curve running.

(1) Car carrier system

1, a description will be given of a carrier system 1 employing one embodiment of the present invention. 1 is a schematic diagram of a conveying system in which one embodiment of the present invention is employed.

The carriage system 1 has an orbit 2 and a carriage 3 running on the orbit 2. In the above embodiment, the orbit 2 is suspended from the ceiling, and the periphery of the orbit 2 is a clean room.

The track (2) has a running rail (4) and a guide rail (6). The running rail 4 is constituted by left and right first running rails 4a and second running rails 4b. The first running rail 4a and the second running rail 4b have a flat running surface.

The guide rail 6 has a first guide rail 6a and a second guide rail 6b.

The first guide rail 6a and the second guide rail 6b are provided at the outer ends of the first running rail 4a and the second running rail 4b, respectively. The first guide rail 6a and the second guide rail 6b extend upward.

Further, a feeder line (not shown) is provided along the first running rail 4a and the second running rail 4b.

2, the trajectory 2 includes a linear portion 7, a branching portion 9, a curved portion 8 curved rightward from the branching portion 9, and a curved portion 8 bent from the branching portion 9 And has a second portion 7a that extends straight as it is.

The first running rail 4a and the second running rail 4b are divided into both the curved portion 8 and the branched portion 9 and extend.

In the curved portion 8, the first guide rails 6a are continuously formed, but a part of the second guide rails 6b is cut halfway.

In the second portion 7a, the second guide rail 6b is formed continuously, but a part of the first guide rail 6a is cut halfway.

For reference, in this embodiment, the branching section 9 refers to the entire section including the straight line section 7 and a part of the curved section 8, among which the point at which the branching is started is referred to as a branching point 9 ).

2, a plurality of types of detecting portions provided along the running rail 4 will be described. The detected portion includes a reflective tape 11, a bar code 13, and a magnetic mark 14. 2, the reflective tape 11, the bar code 13, and the magnetic mark 14 are shown on the inside of the running rail 4, but they are actually provided on the running rail 4. [

The reflective tape 11 is a member for detecting the position of the conveyance vehicle 3 in the curved portion 8 and is disposed in the curved portion 8 in the figure.

The bar code 13 functions as a origin mark of the running rail 4 and a plurality of reference marks.

The magnetic mark 14 is a member indicating the stop position of the conveyance carriage 3. The magnetic mark 14 is made of a magnetic material such as steel or an anti-magnetic material such as copper or aluminum. In the present embodiment, the magnetic mark 14 is arranged in the linear portion 7, and the middle of the magnetic mark 14 is at the stop position 80. [

(2)

The conveyance vehicle 3 has a conveyance car body 15, a drive run section 18, and a driven run section 19. Since the structure of the conveyance car body 15 is the same as that of the conventional art, the description thereof will be omitted. The drive running section 18 and the driven running section 19 are view trucks which are rotatably attached to the transport vehicle body 15, respectively.

1, the drive traveling section 18 will be described. The drive running section 18 mainly has a main frame 20, a first drive wheel unit 21, a second drive wheel unit 22, a fixed guide roller mechanism, and a branch guide roller mechanism.

The first drive wheel unit 21 is mounted on the right end of the main body frame 20 and has a first drive wheel 25, a first motor 26 and a first encoder 27. The first drive wheel 25 lies on the running surface of the first running rail 4a. The first motor 26 is connected to the first drive wheel 25. The first encoder 27 measures the rotation of the first motor 26 and transmits a pulse signal. Thus, the rotational speed or the number of rotations of the first motor 26 can be obtained.

The second drive wheel unit 22 is mounted on the left end of the main body frame 20 and has a second drive wheel 28, a second motor 29 and a second encoder 30. The second drive wheel 28 lies on the running surface of the second running rail 4b. The second motor 29 is connected to the second drive wheel 28. The second encoder 30 measures the rotation of the second motor 29 and transmits a pulse signal. Thus, the rotational speed or the number of rotations of the second motor 29 can be obtained.

The fixed guide roller mechanism has a pair of first fixed guide rollers 31 and a pair of second fixed guide rollers 32. The pair of first fixed guide rollers 31 are disposed at the right end portion of the main body frame 20 so as to be spaced forward and backward in the running direction. More specifically, the first fixed guide rollers 31 are disposed on both sides of the front and rear sides in the running direction of the first drive wheel 25, and are always in contact or close to the inside of the first guide rail 6a. The pair of second fixed guide rollers 32 are disposed at the left end portion of the main body frame 20 so as to be spaced forward and backward in the running direction. More specifically, the second fixed guide rollers 32 are disposed at both the front and rear sides in the running direction of the second drive wheel 28, and are always in contact with or close to the inside of the second guide rail 6b.

The branching guide roller mechanism includes a pair of first branching guide rollers 33, a second branching guide roller 34, a first branching guide roller driving part 33, (Fig. 3).

The first branch guide roller 33 is disposed in correspondence with the first fixed guide roller 31. The second branch guide rollers 34 are arranged corresponding to the second fixed guide rollers 32. The first branch guide roller driving portion 35 (FIG. 3) is a mechanism for changing the positions of the first branch guide roller 33 and the second branch guide roller 34.

With the above structure, the first branch guide roller 33 and the second branch guide roller 34 are brought into contact with the outside of the first guide rail 6a by the first branch guide roller driving portion 35 (Fig. 3) Or between the approaching guide position and the non-guide position away from the first guide rail 6a.

The driven section 19 mainly includes a main frame 23, a first follower 36, a second follower 37, a second fixed guide roller mechanism, and a second branch guide roller mechanism Have.

The first driven wheel 36 is placed on the first running rail 4a of the running rail 4. The second driven wheel 37 is placed on the second running rail 4b of the running rail 4. [

The second fixed guide roller mechanism has a pair of third fixed guide rollers (40) and a pair of fourth fixed guide rollers (41). The third fixed guide roller 40 is disposed at the right end portion of the main body frame 23 in front and rear in the running direction. More specifically, the third fixed guide roller 40 is disposed at both the front and rear sides in the running direction of the first follower wheel 36, and is always in contact with or close to the inside of the first guide rail 6a. The fourth fixed guide roller 41 is disposed at the left end portion of the main body frame 23 at the front and rear in the running direction. More specifically, the fourth fixed guide roller 41 is disposed at both the front and rear sides in the running direction of the second follower wheel 37, and is always in contact with or close to the inside of the second guide rail 6b.

The branching guide roller mechanism includes a pair of third branching guide rollers 42, a fourth branching guide roller 43, a second branching guide roller drive 43, (Fig. 3).

The first branch guide roller 33 is disposed in correspondence with the first fixed guide roller 31. The second branch guide rollers 34 are arranged corresponding to the second fixed guide rollers 32. The second branch guide roller driving portion 44 (Fig. 3) is a mechanism for changing the positions of the first branch guide roller 33 and the second branch guide roller 34.

The third branch guide roller 42 and the fourth branch guide roller 43 are brought into contact with the outside of the first guide rail 6a by the second branch guide roller driving portion 44 (Fig. 3) Or between the approaching guide position and the non-guide position away from the first guide rail 6a.

(3) Sensor and detected part

3, a photoelectric sensor 47, a linear scale 49, and a barcode reader 50 are provided in the drive travel portion 18 and the driven travel portion 19 . The photoelectric sensor 47 is for detecting the reflective tape 11. The linear scale 49 is for detecting the magnetic mark 14. The linear scale 49 finds the absolute position of the carriage 3 relative to the magnetic mark 14, that is, the position based on the magnetic mark 14. The barcode reader 50 is for detecting the barcode 13.

(4) Control configuration

The control configuration of the trailer system 1 will be described with reference to Fig. 3 is a block diagram showing a control configuration of the conveyance system.

The carriage system 1 has a carriage controller 52. The carriage controller 52 is a controller for managing the traveling of a plurality of carriage carriages 3. The carriage controller 52 and the carriage 3 can communicate with each other. The carriage controller 52 has a controller main body 54 and a first memory 55. The controller main body 54 is composed of a CPU, a RAM, a ROM and the like, and is a computer for executing a program. In the first memory 55, a route map is stored.

The route map is a map which describes the coordinates of the arrangement of the traveling route, the origin position, the reference position based on the origin, and the transfer position. The coordinates are obtained by converting the travel distance from the origin to the number of output pulses of the encoder of the conveying path.

The transport vehicle 3 has a travel control unit 59. [ The drive control unit 59 can transmit a drive signal to the first motor 26 and the second motor 29 based on a command from the carriage controller 52. [ The running control unit 59 is also connected to the branching control unit 60. [ The branching control section 60 can transmit a drive signal to the first branching guide roller driving section 35 and the second branching guide roller driving section 44 (Fig. 3) based on the command from the carriage controller 52. [

(5) Running control system of the conveyance vehicle

The travel control unit 59 will be described with reference to Fig. 4 is a block diagram showing a travel control section of a conveyance vehicle.

The travel control unit 59 is composed of a CPU, a RAM, a ROM and the like and is a computer that executes a program. The travel control unit 59 includes a route map 61, a speed pattern generating unit 62, a first motor control unit 63, And a motor control unit 64.

A first encoder 27, a second encoder 30, a photoelectric sensor 47, a linear scale 49, and a barcode reader 50 are connected to the travel control unit 59.

The route map 61 is stored in the memory in the travel control section 59. [ The speed pattern generator 62 is capable of communicating with the carriage controller 52.

The travel control unit 59 obtains the distance from the current position to the stop position based on the route map 61 and inputs the distance to the speed pattern generating unit 62 do. The speed pattern generator 62 calculates the travel distance from the difference between the coordinates of the current position on the route map 61 and the coordinates of the destination position and generates a pattern of the traveling speed accordingly. The speed pattern generator 62 generates a speed pattern of travel to the stop position.

The first motor control section 63 mainly has a first error amplifier section 65A, a first PID control section 66A and a first amplifier 67A. The first error amplifier 65A amplifies the error. The first PID control unit 66A performs PID control based on the error obtained by the first error amplifier 65A. The first amplifier 67A amplifies the current to the first motor 26 and the like. The first encoder 27 detects the rotation speed of the rotation shaft of the first motor 26 and the current position and speed of the first drive wheel 25 thus obtained is detected by the speed pattern generator 62 and the first error amplification And is input to the section 65A.

The second motor control section 64 mainly has a second error amplifier section 65B, a second PID control section 66B, a second amplifier 67B and a PI control section 68. The second error amplifier 65B amplifies the error. The second PID control section 66B performs PID control based on the error obtained by the second error amplifier section 65B. The PI control unit 68 is arranged in parallel with the second PID control unit 66B and performs PI control based on the error obtained by the second error amplifier 65B. The second amplifier 67B amplifies the current to the second motor 29 and the like. The second encoder 30 detects the rotation speed of the rotation shaft of the second motor 29 and the current position and speed of the second drive wheel 28 thus obtained is detected by the speed pattern generator 62 and the second error amplifier (65B).

With the above-described configuration, the carriage 3 continues traveling while comparing the coordinates written in the route map 61 with the internal coordinates (coordinates obtained by the encoder) of the own vehicle.

(6) Normal travel control operation

The carriage 3 travels along the orbit 2 in accordance with the travel distance obtained from the route map 61 and the current position and current speed obtained from the first encoder 27 and the second encoder 30, .

At this time, the first PID control unit 66A and the second PID control unit 66B perform PID control of the first motor 26 and the second motor 29, respectively, to realize a preferable running operation.

(7) Stop control operation

Next, the operation when the conveyance carriage 3 reaches the stop position 80 will be described with reference to Fig. Fig. 5 is a graph showing the relationship between the stop operation distance and the speed of the conveyance vehicle 3. Fig. When the conveyance carriage 3 is stopped, it is possible to consider a problem that the behavior is unstable, for example, due to the fact that the conveyance carriage 3 is in a micro speed state. The present invention uses the following means to solve such a problem.

When the conveyance vehicle 3 approaches the stop position 80, on the basis of the travel position information obtained by the encoder or another sensor, the speed pattern generator 62 outputs a deceleration command to the first error amplifier 65A and the second error amplifier 65A 2 error amplification unit 65B. As a result, as shown in Fig. 5, the speed of the conveyance carriage 3 is lowered.

When the carriage 3 reaches the magnetic mark 14, the linear scale 49 obtains the absolute position of the carriage 3 with respect to the magnetic mark 14 and outputs the absolute position to the speed pattern generator 62 .

When the linear scale 49 detects the magnetic mark 14, the following two kinds of control operations are executed. These control operations need not be started at the same time.

1) The speed pattern generator 62 transmits a position command targeting the position to the first error amplification unit 65A and the second error amplification unit 65B instead of the speed command aiming at the speed .

2) In the second motor control unit 64, the second PID control unit 66B stops the control operation, and instead, the PI control unit 68 starts the feedback control. On the other hand, in the first motor control section 63, the first PID control section 66A performs feedback control on the first motor 26. [ That is, at the time of low-speed traveling, the first motor 26 is PID-controlled and the second motor 29 is PI-controlled.

Since the second motor 29 is controlled without including the differential element although the first motor 26 is PID-controlled at the time of the low-speed running described above, the second motor 29 and the second drive wheel 28 The response performance to the disturbance is degraded. Accordingly, even when the response performance to the disturbance is high on the side of the first motor 26 and the first drive wheel 25, the second drive wheel 28 follows it and adversely affects the traveling of the entire conveying vehicle 3 it's difficult. In this way, the traveling behavior particularly in the stop operation of the conveyance vehicle 3 is stabilized.

Particularly, even when the drive traveling portion 18 and the driven traveling portion 19 are in a viewable condition, the swinging of the viewing vehicle is prevented from occurring.

(8) Running in a curved section

The control operation when the conveyance carriage 3 runs on the curved portion 8 will be described. When the vehicle runs on the curved portion 8, since the left and right motors can not completely synchronize with each other, the running locus does not coincide with the actual curve rail, and the behavior of the running wheels collides with the guide rails You can think of a problem that becomes unstable. The present invention uses the following means to solve such a problem.

The velocity pattern generating section 62 compares the detection result from the photoelectric sensor 47 and the detection results from the first encoder 27 and the second encoder 30 so that the velocity pattern generating section 62 detects the current position of the conveyance vehicle 3 . The speed pattern generator 62 transmits the target speed signal to the first error amplifier 65A and the second error amplifier 65B so that an appropriate left and right speed difference is generated based on the current position information.

The speed pattern generating section 62 causes the center speed of the conveyance vehicle 3 to run at a specified speed (for example, 60 m / minute) by decelerating the inner ring and accelerating the outer ring when the curved section 8 enters. The speed pattern generator 62 improves the computation efficiency and reduces the processing load by using the speed ratio table calculated in advance.

The speed ratio table at the time of curve running used by the speed pattern generator 62 will be described with reference to FIG.

As is apparent from the figure, when the speed ratio between the inner and outer rings is 100% at the time of entering the curve, the speed ratio of the inner ring becomes smaller as the speed ratio of the outer ring becomes larger. When the speed ratio of the outer ring is 115% and the speed ratio of the inner ring is 85%, the state continues in a predetermined traveling section. Then, finally, the speed ratio of the outer ring becomes smaller, and the speed ratio of the inner ring becomes larger, so that the both become 100% at the end.

In summary, in the speed ratio table, the first section 71 in which the speed ratio goes away, the second section 72 in which the speed ratio is constant, and the third section 73 in which the speed ratio is close are set.

In the first section 71 and the third section 73, the first motor control section 63 performs PID control and the second motor control section 64 also performs PID control. This is because a large torque is required at the time of acceleration of the running wheels and the torque balances of the left and right running wheels are disturbed, and it is preferable that the right and left running wheels are PID-controlled in order to solve this problem.

In the second section 72, the first motor control section 63 performs the PID control, while the second motor control section 64 performs the PI control. When the left and right traveling wheels run at a constant speed in the curved portion as described above, feedback control is performed on the second motor 29 not including the differential component, although the first motor 26 is PID-controlled. Therefore, the response performance to disturbance of the second motor 29 and the second drive wheel 28 is degraded. Accordingly, even when the response performance to the disturbance is high on the side of the first motor 26 and the first drive wheel 25, the second drive wheel 28 follows it and adversely affects the traveling of the entire conveying vehicle 3 it's difficult. In this way, particularly, the traveling behavior at the time of traveling of the curved portion of the conveyance vehicle 3 is stabilized.

The combination of the PID control and the PI control may be replaced by the inner and outer rings.

(9) Features

The conveying vehicle 3 includes a conveying vehicle body 15, first and second drive wheels 25 and 28, a first motor 26 and a second motor 29, A control unit 63, and a second motor control unit 64. [ The first drive wheel 25 and the second drive wheel 28 are provided in the conveyance car body 15. The first motor 26 and the second motor 29 are connected to the first drive wheel 25 and the second drive wheel 28, respectively. The first motor control unit 63 performs PID control of the first motor 26. [ The second motor control unit 64 can switch the PID control and the feedback control not including the differential component in controlling the second motor 29. [

The second motor control unit 64 can perform the feedback control of the second motor 29 not including the differential component when the first motor 26 is PID-controlled. At this time, the response performance to disturbance of the second motor 29 and the second drive wheel 28 is degraded. Thus, even when the response performance to the disturbance is high on the side of the first drive wheel 25, the second drive wheel 28 follows it, and it is difficult to adversely affect the traveling of the entire conveyance car 3. In this way, the running behavior of the conveyance vehicle 3 is stabilized.

The conveyance carriage 3 travels along the running surface and the first guide rail 6a and the second guide rail 6b and includes a conveyance car body 15, a pair of driving carriage 18, A first motor 26 and a second motor 29, a first motor control section 63 and a second motor control section 64. The first motor control section 63 and the second motor control section 64 are provided with a running section 19, The drive and travel section 18 includes a first drive wheel 25 and a second drive wheel 28 on the right and left sides and a first fixed ring And has a guide roller 31 and a second stationary guide roller 32. The first motor 26 and the second motor 29 are connected to the first drive wheel 25 and the second drive wheel 28 provided on the drive traveling portion 18, respectively. The first motor control unit 63 performs PID control of the first motor 26. [ The second motor control unit 64 can switch the PID control and the feedback control not including the differential component in controlling the second motor 29. [

The second motor control unit 64 can perform the feedback control of the second motor 29 not including the differential component when the first motor 26 is PID-controlled. At this time, the response performance to disturbance of the second motor 29 and the second drive wheel 28 is degraded. Accordingly, even when the response performance to the disturbance is high on the side of the first motor 26 and the first drive wheel 25, the second drive wheel 28 follows it and adversely affects the traveling of the entire conveying vehicle 3 it's difficult. In this way, the running behavior of the conveyance vehicle 3 is stabilized.

Since the conveyance carriage 3 is supported by the first guide rails 6a and the second guide rails 6b, the unevenness of the conveyance path 3 caused by the disturbance on the side of the second motor 29 and the second drive wheel 28 Operation can be reduced.

The second motor control unit 64 performs the PID control when the traveling speed of the transport vehicle 3 is equal to or higher than the predetermined speed and performs the feedback control that does not include the differential element below the predetermined speed.

In the carriage 3, for example, in the positioning operation after the deceleration control, the first motor control section 63 performs the PID control and the second motor control section 64 executes the feedback control not including the differential element can do. Thus, the PID control of both the first motor 26 and the second motor 29 during the normal traveling of the conveyance vehicle 3 not only improves the response performance to disturbance throughout the conveyance car 3, The running behavior of the conveyance vehicle 3 can be stabilized at the time of low-speed running.

The second motor control unit 64 performs PID control in the region where the speed difference between the inner and outer races is changed when the conveyance vehicle 3 runs on a curve and performs feedback control that does not include the differential factor in the region where the speed difference between the inner and outer races is constant .

In the carriage 3, the first motor control section 63 performs the PID control and the second motor control section 64 performs the feedback control that does not include the derivative element, in the region where the inner / outer wheel speed difference is constant at the time of curve running can do. Thus, the PID control of the first motor 26 and the second motor 29 during the normal traveling of the conveyance vehicle 3 not only improves the response performance to the disturbance as a whole in the conveyance car 3, The running behavior of the conveying vehicle 3 can be stabilized at the time of running the curve of the car 3. [

(10) Another embodiment

While the present invention has been described in connection with the preferred embodiments thereof with reference to the accompanying drawings, it is to be understood that the invention is not limited to the disclosed embodiments, but is capable of various changes and modifications without departing from the scope of the invention.

Instead of the PI control, the second motor control section may perform P control or other feedback control.

The motor controlled by the second motor control unit may be any of left and right motors.

The first motor control section may switch the PID control and other feedback control.

In the above embodiment, the carriage travels on an orbit suspended from the ceiling, but the present invention is not limited to this. The track may be provided on the ground, or the carriage may hang on the track.

For reference, as a feedback control including a differential element, a PD control can be performed instead of the PID control.

In the above embodiment, the encoder measures the rotation of the motor, but the present invention is not limited to this. The encoder may measure the rotation of the drive wheel or follower wheel.

The type of the combination of the detected part and the sensor and the purpose of the detection are not limited to the above-described embodiment.

The mounting position and the number of the to-be-detected portions are not limited to the above-described embodiment.

The present invention can be widely applied to a conveyance vehicle in which a motor is provided separately for the right and left wheels and can independently drive the wheels.

1: Car carrier system
2: Orbit
3: Car carrier
4: Running rail
4a: a first running rail
4b: second running rail
6: Guide rail
6a: first guide rail
6b: second guide rail
7: Straight line
7a: second part
8: Curved portion
9:
9a: branch point
11: reflective tape
13: Barcode
14: magnetic mark
15: carrier body
18: Driving section
19:
21: first drive wheel unit
22: second drive wheel unit
25: First drive wheel (first drive wheel)
26: First motor
27: First encoder
28: second drive wheel (second drive wheel)
29: Second motor
30: Second encoder
31: first fixed guide roller
32: second fixed guide roller
33: first branch guide roller
34: second branch guide roller
35: first branch guide roller driving section
36: First wheel drive
37: 2nd wheel drive
40: third fixed guide roller
41: fourth fixing guide roller
42: third branch guide roller
43: Fourth branch guide roller
44: second branch guide roller driving section
47: Photoelectric sensor
49: Linear scale
50: Barcode reader
52:
54: Controller body
55: first memory
59:
60:
61: Route map
62: Speed pattern generator
63: first motor control section (first control section)
64: second motor control section (second control section)
65A: first error amplifier section
65B: the second error amplifier section
66A: first PID control section
66B: the second PID control section
67A: 1st amplifier
67B: Second amplifier
68: PI control unit
80: Stop position

Claims (4)

delete delete The vehicle body,
A first traveling wheel and a second traveling wheel provided on the vehicle body,
A first motor and a second motor respectively connected to the first running wheel and the second running wheel,
A first controller for PID-controlling the first motor;
And a second control unit for controlling the second motor to switch the PID control and the feedback control not including the differential component,
Wherein the second control section performs feedback control in which the PID control is performed when the traveling speed of the conveyance car is equal to or higher than the predetermined speed and is not included in the differential value lower than the predetermined speed. The vehicle body,
A first traveling wheel and a second traveling wheel provided on the vehicle body,
A first motor and a second motor respectively connected to the first running wheel and the second running wheel,
A first controller for PID-controlling the first motor;
And a second control unit for controlling the second motor to switch the PID control and the feedback control not including the differential component,
Wherein the second control section performs PID control in a region where the inner / outer-wheel speed difference changes and performs feedback control not including the differential element in a region where the inner-outer-wheel speed difference is constant, when the conveying vehicle runs on a curve.

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