JP2544122B2 - Stop control device for transportation equipment using linear motor - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a primary coil that generates thrust to stop a load-carrying vehicle that is guided by a guide rail and moves at a target stop position. Providing secondary conductors on the guide rail side and on the moving vehicle side, respectively, along with a speed value set in advance in accordance with the distance from the target stop position in a state where the speed becomes slower toward the target stop position. In order to decelerate the moving vehicle by using the linear motor, a conveyance facility using a linear motor is provided, which controls the energization of the primary coil based on the traveling speed information of the moving vehicle and the position information about the target stop position. Stop control device.

[Conventional technology]

Such a stop control device for a conveyance facility using a linear motor is slower as it approaches the target stop position, and a speed value preset according to the distance from the target stop position is set as the target speed, and the target speed is set along the target speed. Since the moving vehicle is decelerated, the moving vehicle can be smoothly decelerated to the creep speed, compared to, for example, simply generating a reverse thrust force until the moving vehicle reaches a creep speed at which it can immediately stop. Is something that can be done.

Then, in order to generate the thrust so that the moving vehicle approaches the target speed, it is conceivable to calculate the thrust generated while the moving vehicle advances the set distance each time the moving distance advances the set distance.

By the way, due to fluctuations in the weight of the moving vehicle, such as whether or not the vehicle is loaded, the amount of change in speed will change even if a thrust of the same value is generated. It is also possible to consider the weight.

[Problems to be solved by the invention]

By the way, even if the energization control of the primary coil is performed so as to generate the thrust calculated as described above, it is actually moved due to variations in the distance between the primary coil and the secondary conductor, variations in the performance of the primary coil, etc. The thrust applied to the vehicle, that is, the effective value may change, and as a result, the moving vehicle may not be able to be appropriately decelerated along the target speed.

The present invention has been made in view of the above circumstances,
The purpose thereof is to enable the moving vehicle to be appropriately decelerated along the target speed regardless of fluctuations in the effective value.

[Means for solving problems]

The characteristic configuration of the stop control device for the transportation equipment using the linear motor according to the present invention is that the energization control means, every time the moving vehicle advances the set distance, the traveling speed at the local point and the point moved by the set distance from the local point Based on the target speed at and the speed change result due to the previous thrust generation, at the point where the traveling speed of the moving vehicle has moved the set distance from the local point, the following setting is made so that it becomes the target speed at that point. It is configured to calculate the thrust generated during the progress of the distance, and its action and effect are as follows.

[Work]

That is, in order to decelerate the moving vehicle along a preset speed value according to the distance from the target stop position, each time the vehicle travels the set distance, the thrust force generated while advancing the next set distance is calculated. The processing is performed.

When calculating the thrust, if the traveling speed at the local point and the target speed at the point where the set point is moved from the local point, which is the deceleration target value, are given, the extent to which deceleration should be performed can be grasped. It is possible to roughly calculate the thrust generated while advancing the set distance.

However, with such a roughly desired thrust,
An error may be included due to factors such as the thrust that actually acts on the moving vehicle due to the cooperation of the primary coil and the secondary conductor with respect to the thrust that is expected in advance.

Therefore, in calculating the thrust force generated while advancing the next set distance, the speed change result associated with the previous thrust force is also used.

When the result of speed change due to the previous generation of thrust, that is, the information about how much the speed was actually decelerated when the thrust was generated in the primary coil and the secondary conductor with the thrust obtained last time, is given. It is possible to calculate the thrust to reduce the traveling speed at the local point to the target speed after moving the set distance in consideration of the thrust actually acting on the moving vehicle in cooperation with the next conductor. it can.

〔The invention's effect〕

Therefore, variations in the spacing between the primary coil and the secondary conductor,
Even if the thrust that is actually applied to the moving vehicle may fluctuate due to variations in the performance of the primary coil, etc., an appropriate thrust is generated and preset according to the distance from the target stop position. It has become possible to decelerate the moving vehicle in accordance with the speed value thus determined, as properly as possible.

〔Example〕

 Embodiments of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, the transfer equipment using a linear motor shown in the example includes a moving vehicle (A) for transferring goods, and the moving vehicle (A) via a station (ST) for transferring articles. It is provided with a loop-shaped guide rail (B) for guiding, and is configured to convey various articles while driving the moving vehicle (A) with a linear motor as described later.

In this embodiment, a case will be described in which the moving vehicle (A) is moved only counterclockwise along the guide rail (B). However, in practice, the moving vehicle (A) is often moved clockwise as well, and in the following description,
In some cases, a configuration for moving the mobile vehicle (A) in a counterclockwise direction or a clockwise direction, that is, a configuration for reciprocating traveling will be described.

As shown in FIG. 3, the guide (B) includes a body portion (1) having a U-shaped cross section, and a pair of left and right cover portions () attached to the upper edge of the body portion (1). 2) is formed into a tubular shape, and the traveling portion (3) of the moving vehicle (A) is housed in the upper portion in the vertical width direction, and is arranged at intervals along the traveling direction of the moving vehicle. Primary coil (C)
It is designed to be stored in the lower part in the vertical width direction.

That is, a rail portion (1A) for the traveling portion (3) is integrally formed at a vertical intermediate portion of each of the left and right side walls of the main body portion (1), and a bottom wall portion of the main body portion (1)
A primary coil (C) is attached.

As shown in FIG. 1, the primary coil (C) includes a station primary coil (C ₁ ) arranged at a position corresponding to the station (S), and both sides of the primary coil (C ₁ ). Primary coil for acceleration / deceleration (C ₂ ),
And a primary coil (C ₃ ) for intermediate acceleration arranged between the stations (ST). The station primary coil (C ₁ ) is used for decelerating and stopping the moving vehicle (A) and accelerating and starting the station (ST). ₁ ) decelerates the moving vehicle (A) to be stopped at the station (ST) to a target speed, accelerates the moving vehicle (A) passing through the station (ST) to the target speed, and ) Is used for accelerating the moving vehicle (A) that has been started from), and the primary coil (C ₃ ) for intermediate acceleration accelerates the moving vehicle (A) to the target speed. Will be used for.

However, when describing this embodiment, the primary coils (C ₁ ), (C ₂ ), and (C ₃ ) may be collectively described as the primary coil (C) as necessary.

In FIG. 3, (E) is the primary coil (C).
The power line described through the lateral side of the guide rail (B) is cut off from the signal line (F) arranged through the lower side of the guide rail (B). ing. In other words, the noise on the signal line (F)
It is suppressed by using the guide rail (B).

In addition, in Fig. 18, each primary coil (C ₁ ), (C ₂ ), (C ₃ )
The relationship between the traveling speed and the primary coils (C ₁ ), (C ₂ ), and (C ₃ ) when the moving vehicle (A) is moved while controlling the speed by the following is exemplified.

The moving vehicle (A) is shown in FIGS. 3, 4, 9 and
As shown in FIG. 10, the traveling section (3) and the loading table (4)
And a secondary conductor (D) of a linear motor is provided in a lower part of the vehicle body in a horizontal posture.

More specifically, a pair of front and rear columns (5) connected by a belt-like frame (5A) extending in the front and rear direction is provided, and the loading table (4) is attached between upper ends of both columns (5). At the same time, a support frame (6) for the running portion (3) is attached to each of the two columns (5) so as to be rotatable only.

The support frame (6) is composed of a tubular frame (6a) rotatably fitted on the column (5) and a plate frame (6b) fixed to the outer peripheral portion of the tubular frame (6a). , A pair of left and right traveling wheels (7) rotatable around a horizontal axis (X) is attached to the center of the plate frame (6b) in the front-rear direction, and the front end side and the rear end side of the plate frame (6b) are attached. A pair of left and right rolling wheels (8) rotatable about the vertical axis (Y) is attached to each of the above.

Incidentally, the traveling wheel (7) is connected to the rail (1A).
As a result, the rolling wheels (8) come into contact with the left and right side wall portions of the main body portion (1). Further, the front and rear struts (5) pass through the slit grooves opened between the left and right cover portions (2).

The secondary conductor (D) is formed in a so-called composite type in which an aluminum plate and a steel plate are bonded, and a ninth conductor is formed.
As shown in FIG. 11 to FIG. 11, three conductor portions (D ₁ ) and (D ₂ ) are arranged separately in the vehicle longitudinal direction.

Of the three conductor portions (D ₁ ) and (D ₂ ), the conductor portions (D ₁ ) at the front and rear ends are fixed to the support member (9) supported on the plate frame (6b), and Both ends of the conductor portion (D ₂ ) in the middle of the direction are attached to the front and rear columns (5).

Therefore, as shown in FIG. 11, the secondary conductor (D) is changed in the direction of the support frame (6b) by the contact action of the rolling wheel (8) with the guide (B), and the conductor portions at the front and rear ends are changed. (D ₁ ) bends with respect to the middle conductor part (D ₂ )
It is configured to be able to change to a bending posture.

In the figure (10), the moving vehicle (A) is station (S
It is an electromagnet that attracts and holds at T) and attracts the holding portion (11) attached to the secondary conductor (D).

Next, a control configuration for operating the moving vehicle (A) while operating the respective primary coils (C ₁ ), (C ₂ ), (C ₃ ) will be described.

As shown in FIG. 2 (A), a main controller (TCP) that manages the operation of the entire equipment, and a plurality of units connected to the main controller (TCP) so as to be able to transmit and receive using an optical fiber cable or the like. A sub controller (SCP) is provided.

As shown in FIG. 1, each sub-controller (SCP) includes a primary coil (C ₁ ) for one station, two primary coils (C ₂ ) for acceleration and deceleration, and a plurality of intermediate coils for intermediate acceleration. The section (K) provided with the primary coil (C ₃ ) is managed.

The main controller (TCP) controls the station NO (ST) of each section (K) while managing the car NO of the mobile vehicle (A) present in the section (K) managed by each sub-controller (SCP). ) Mainly instructs each sub-controller (SCP) of destination information of the stopped moving vehicle (A), and therefore, each sub-controller (SCP) Whether the vehicle is present, the NO of the mobile vehicle (A) present, whether the vehicle (A) is loaded, and the vehicle stopped at the station (ST) Various information such as the restart request in (A) is transmitted to the main controller (TCP).

However, a moving vehicle (A) that has once started based on destination information from the main controller (TCP) can only be managed by the sub-controller (SCP), and the target station (S)
T) so as to reduce the load on the main controller (TCP).

In addition, as a condition that the moving vehicle (A) can enter from one section (K) to the next section (K), it is necessary that the moving vehicle (A) is not present in the next section (K). This is a condition, and for this reason, each sub-controller (SCP) is also connected so as to be able to send and receive information as to whether or not the moving vehicle (A) is present.

As shown in FIG. 2 (B), the sub-controller (SCP) has the speed, traveling distance, and traveling speed of the moving vehicle (A) that has entered the primary coil (C ₁ ) for the station.
A two-phase sensor for detecting the traveling direction (12), primary coil (C ₂₎ and the primary coil of the intermediate acceleration for deceleration (C ₃₎
Transport vehicle moving vehicle has entered a speed sensor (13) for detecting the rate of entry (A), in the primary coil for acceleration and deceleration (C ₂₎ and the primary coil (C ₃₎ for intermediate acceleration against ( A) A seat sensor (14) for deciding the start time and end time to give thrust to A), and a reader head (16) for reading the stored contents of a magnetic information storage plate (15) attached to the moving vehicle (A).
And a write head (17) for writing information in the information storage plate (15) after the moving vehicle (A) starts from the station (ST), the stopping electromagnet (10), and the primary coils. A thrust setter (18) that adjusts the thrusts of (C ₁ ), (C ₂ ), and (C ₃ ), and a load detection sensor (19) that detects the load loaded on the moving vehicle (A) at the station (ST). )
And are connected.

As shown in FIGS. 5 and 6, the two-phase sensor (12) includes two photointerrupter-type optical sensors (12a) and (12b) arranged in the front-rear direction of the moving vehicle (A). In addition, it is installed at a position corresponding to the primary coil (C ₁ ) for the station in a state where the light is shielded by the slit plate (20) attached to the strip frame (5A) of the moving vehicle (A).

That is, the slit plate (20) has a moving vehicle (A)
A slit-shaped hole (21) having a predetermined width is formed at a predetermined interval in the front-rear direction of the optical sensor (12).
The traveling direction of the moving vehicle (A) is detected based on which one of (a) and (12b) is shielded first, and one of the two optical sensors (12a) and (12b) The speed of the moving vehicle (A) is detected based on the time from when the light is blocked to when the light is once released to when the light is blocked again.
The traveling distance of the moving vehicle (A) is detected based on the number of times that one of the two optical sensors (12a) and (12b) is blocked. Two optical sensors (12
Since a) and (12b) are installed at a fixed position with respect to the primary coil (C ₁ ), the detected traveling distance is the primary coil (C ₁ ), that is, the moving vehicle (A) with respect to the station (ST). It becomes the information showing the position of.

The speed sensor (13) is configured using a photo-interrupter type optical sensor or a magnetic sensing type proximity sensor, and as shown in FIGS. In the state of detecting the detecting pieces (22) attached to the front end side and the rear end side of the belt-shaped frame (5A), the primary coil (C ₂ ) for acceleration and deceleration and the primary coil (C ₃ ) for intermediate acceleration are detected. It is installed at the corresponding position.

That is, the detection piece (22) is formed such that its length along the front-rear direction of the moving vehicle has a constant value, and from when the detection of the detection piece (22) is started to when the detection is completed. The approach speed of the moving vehicle (A) is detected on the basis of the time.

It should be noted that the detection pieces (22) are provided before and after the moving vehicle (A) so that the approach speed can be detected regardless of which side the moving vehicle (A) enters. However, in that case, a pair of speed detection sensors (13) are provided on both front and rear sides of the primary coils (C ₂ ) and (C ₃ ), and the detection information of the speed detection sensor (13) on the approach side is used as the approach speed. Will be.

The presence sensor (14) is configured using a reflected light sensing type optical sensor or a magnetic sensing type proximity sensor, and as shown in FIG. 6, a hole in the slit plate (20). It is installed at a position corresponding to the primary coil (C ₂ ) for acceleration / deceleration and the primary coil (C ₃ ) for intermediate acceleration in a state where the portion where (21) is not formed is detected.

That is, the length of the slit plate (20) along the front-rear direction of the moving vehicle is constant, and the start timing for applying the thrust is detected based on the time when the detection of the slit plate (20) is started, and the detection is performed. Is configured to detect a time when the application of the thrust is completed based on the time when the operation is completed.
Further, the length of the slit plate (20) corresponds to a set distance that the moving vehicle (A) travels while applying thrust, and the length of the slit plate (20) is used as described later. , The thrust to give is calculated.

The detection of the presence sensor (14) is started after a lapse of a predetermined time required for thrust calculation after the detection of the approach speed by the speed detection sensor (13) is completed.

As shown in FIGS. 3 and 7, the information storage plate (15) includes read-only first and second storage sections (m ₁ ),
(M ₂ ) and a third storage unit (m ₃ ) for reading and writing. The first storage unit (m ₁ ) includes eight bits (b1 to b8) in the front-rear direction of the moving vehicle, and includes a bit (b
The information for determining the traveling direction of the moving vehicle (A) is stored by 1) and the bit (b8) on the rear end side, and the car NO is stored using the middle six bits (b2 to b7). Has become. The third storage unit (m ₃ ) also includes eight bits (B1 to B8) in the front-rear direction of the moving vehicle, and stores destination information using six bits (B1 to B6) from the front end to the rear end. The weight information of the moving vehicle (A) is stored using the next bit (B7), and the parity check information is stored using the last bit (B8). Second storage unit (m ₃ )
Although not described in detail, the first and third storage units (m ₁ )
Information for setting the information read / write timing for each bit of (m ₃ ) is stored.

Each storage unit (m ₁ ), (m ₂ ), (m ₃ ) has various information depending on the combination of whether each bit is magnetized to N pole, S pole, or not magnetized. Needless to say

Incidentally, the storage of the weight information of the moving vehicle (A) will be additionally described. In the present embodiment, as shown in FIG. 8, it is assumed that a maximum of two types of articles (Z) are stacked. In this case, it is stored that no article (Z) is loaded, one article (Z) is loaded, and two articles (Z) are loaded. In the calculation of thrust, which will be described later, the weight of the moving vehicle (A) is calculated by multiplying the weight of the moving vehicle main body stored in advance by the weight of one article stored in advance and the number of articles loaded. It will be treated as a value that includes the total weight of the article.

The reader head (16) is installed at the end of each section (K), and although not described in detail, the storage sections (m ₁ ) and (m ₂ ) of the information storage plate (15). , (M ₃ ) for reading.

The write head (17) is provided for the station primary coil (C ₁ ), and writes destination information given from the main controller (TCP) and detection information of the load detection sensor (19). It is configured as follows.

As shown in FIG. 8, the load detection sensor (19) includes a pair of front and rear photointerrupter-type optical sensors (19a), (1).
9b), the two optical sensors (19
If neither a) nor (19b) is shaded, the article (Z)
Is detected as not loaded, and both light sensors (19
When either one of (a) and (19b) is shielded from light by the article (Z), it is detected that one article (Z) is stacked, and both the optical sensors (19a) and (19b) When both are shielded from light by the article (Z), it is configured to detect that two articles (Z) are stacked.

The thrust setter (18) is connected to each of the primary coils (C ₁ ),
It has a function of selecting which one of (C ₂ ) and (C ₃ ) to energize, and a function of adjusting the thrust by changing the frequency of the alternating current to be energized.

By the way, each primary coil (C ₁ ), (C ₂ ), (C ₃ )
In order to generate hydraulic power, the thrust is basically calculated by the following formula (i).

Where (F) is the thrust, (l) is the distance from the local point to the target point, (g) is the gravitational acceleration, (V ₀ ) is the velocity at the local point, (V ₁ ) is the target velocity at the target point, (W) is the weight of the moving vehicle (A). The calculated thrust may be positive or negative. The positive thrust is treated as a thrust for increasing the speed, and the negative thrust is treated as a thrust for deceleration.

Then, the frequency corresponding to the thrust (F) obtained by the above equation (i) is measured in advance by an experiment, and the measurement result is stored in advance, and the frequency corresponding to the thrust (F) obtained by calculation is calculated. Is set, and each primary coil (C) is energized at the frequency.

If the above experiment is performed with the moving vehicle (A) stopped, the effective value of the thrust will change according to the speed of the moving vehicle (A). It is better to correct it. Of course, in the above-described experiment, if a value that also takes into account the speed is measured and stored in advance, the above-described correction is not required.

Therefore, when a destination command is given to the moving vehicle (A) stopped at the station (ST) from the host controller (TCP), the primary coil (C ₁ ) for the station is issued based on a command from the sub-controller (SCP). While accelerating and decelerating, accelerating to high speed with the primary coil for acceleration and deceleration (C ₂ ), and further accelerating to maintain high speed with the primary coil for intermediate acceleration (C ₃ ), The moving vehicle (A) will be moved toward the destination station (ST),
When approaching the destination station (ST), the primary coil for acceleration / deceleration (C ₂ ) temporarily decelerates to a low speed, and the primary coil for station (C ₁ ) decelerates to the creep speed. ) Is reached near the target stop position by the electromagnet (10) and the moving vehicle (A)
If there is a section (K) passing through on the way to the destination station (ST), the primary coil (C) for acceleration / deceleration in the section (K) _{Even in 2} ), the moving vehicle (A) will be accelerated. Further, when another moving vehicle (A) exists in the section (K) where the moving vehicle (A) enters next while the moving vehicle (A) is traveling, the primary coil (C) for acceleration / deceleration is used. ₂ ) and the station primary coil (C ₁ )
The moving vehicle (A) is temporarily stopped at the station (ST) in the section (K) where the moving vehicle (A) is present at the local point.

Incidentally, when the sub-controller (SCP) starts the moving vehicle (A) from the station (ST), the sub-controller (SCP) performs a process of writing destination information and weight information to the information storage plate (15), and performs a process for each section (K). Using the information read by the leader head (16) when approaching, the moving vehicle (A)
The primary coils (C ₁ ), (C ₂ ), and (C ₃ ) are energized while determining whether to pass or stop.

In addition, the sub-controller (SCP) receives the weight information of the moving vehicle (A), the detection information of the speed detection sensor (13),
Also, the energization of the primary coil (C ₂ ) for acceleration / deceleration and the primary coil (C ₃ ) for intermediate acceleration is controlled based on the detection information of the seat sensor (14), and the two-phase sensor is used. The energization of the primary coil for the station (C ₁ ) is controlled based on the detection information of (12).

Hereinafter, the operation of the mobile vehicle (A) will be described while describing the control operation of the sub-controller (SCP).

As shown in Figure 12, the sub-controller (SCP) is
After the leader head (16) reads the information storage plate (15), the section based on whether or not the moving vehicle (A) has passed the primary coil (C) located at the end of the section (K) to be managed is determined. (K) Checks whether or not the vehicle (A) is present, and if not, sends / receives data with the main controller (TCP) or sends / receives data with the sub controller (SCP). Immediately.

When the moving vehicle (A) is seated in the section, the intermediate acceleration control process for activating the primary coil (C ₃ ) for intermediate acceleration, and the primary coil (C ₂ ) for acceleration / deceleration are activated. After performing each processing of the acceleration / deceleration control processing for operating the station and the station control processing for operating the primary coil (C ₁ ) for the station, the transmission / reception processing described above is performed.

The intermediate acceleration control process is, as shown in FIG. 13, based on whether or not the speed detection sensor (13) detects the detection piece (22). It is checked whether the vehicle has entered the upward direction. If the vehicle has not entered the upward direction, the process proceeds to the next acceleration / deceleration control process.

When the moving vehicle (A) is approaching, the approach speed of the moving vehicle (A) is measured based on the information of the speed detection sensor (13). Then, based on the deviation between the target speed at which the moving vehicle (A) is to be accelerated and the approach speed, the weight of the moving vehicle (A), and the set distance that the moving vehicle (A) travels while applying thrust, The thrust is obtained using the equation (i).

Thereafter, it is repeatedly checked whether or not the presence sensor (14) has performed the detection operation. When the detection operation is performed, the primary coil (C ₃ ) for intermediate acceleration is generated so as to generate the calculated thrust.
Will be energized.

After energization, it is repeatedly checked whether or not the presence sensor (14) is detecting, and if it is no longer detected, energization of the primary coil (C ₃ ) is stopped, that is, output is stopped.

The acceleration / deceleration control process is based on whether or not the speed detection sensor (13) detects the detection piece (22), as shown in FIG. Check if you have entered the coil, if not,
Shift to the next station control process.

When the moving vehicle (A) is approaching, the approach speed of the moving vehicle (A) is measured based on the information of the speed detection sensor (13). Then, based on the destination information of the moving vehicle (A),
Check whether to decelerate or accelerate.

When decelerating, the deviation between the target speed at which the moving vehicle (A) should be decelerated and the approach speed, the weight of the moving vehicle (A), and
The reverse thrust is obtained by using the above-mentioned equation (i) based on the set distance in which the moving vehicle (A) advances while the thrust is applied.

When the vehicle is accelerated, the thrust is obtained in the same manner as the thrust calculation described in the above-described intermediate acceleration control process.

After the calculation of the thrust or the reverse thrust, as in the above-described intermediate acceleration control process, the acceleration / deceleration primary coil () is generated based on the detection information of the seat sensor (14) so that the thrust or the reverse thrust is generated. C ₂ ) will be energized.

As shown in FIG. 15, the station control process checks whether or not the moving vehicle (A) is stopped, and if it is not stopped, it moves based on the information of the two-phase sensor (12). It is checked whether the car (A) has entered the primary coil of the station, and if it has not entered, the process proceeds to the next transmission / reception process.

If the moving vehicle (A) has entered, it is checked whether or not the moving vehicle (A) is to be passed, and if the moving vehicle (A) is to be stopped, stop processing is executed. .

If the moving vehicle (A) is to be passed, it is checked whether or not the condition for moving the moving vehicle (A) into the next section (K) is satisfied. When the next transmission / reception processing is performed, if the entry is not added, the above-described stop processing is executed.

After the stop processing is executed or when it is determined that the moving vehicle (A) is stopped by the above-described check, it is checked whether the moving vehicle (A) is the passing moving vehicle (A).

If it is not the moving vehicle (A) to be passed, it is checked whether or not a start command is given from the main controller (TCP). If no start command is given,
Shift to the next transmission / reception processing.

When the start command is given, the start process is executed, and then the destination information from the main controller (TCP) and the detection information of the load detection sensor (19) are transferred to the write head (1
The process of writing to the information storage plate (15) is performed using (7).

When it is determined by the above-mentioned check that the stopped moving vehicle (A) is the moving vehicle (A) to be passed, it is checked whether or not the next section (K) can be entered,
If entry is possible, the above-described start process is executed. If entry is not possible, the process proceeds to the next transmission / reception process.

Since the transmission / reception processing with the main controller (TCP) and the transmission / reception processing with the sub-controller (SCP) are clear in the above description, the description is omitted here.

The stop processing in the station control processing described above will be described.

As shown in FIG. 19, the stop process is performed while the traveling speed (V) and the position (T) of the moving vehicle (A) with respect to the target stop position (Tc) are detected by the two-phase sensor (12). In the state where the speed becomes slower as the target stop position (Tc) gets closer,
The moving vehicle (A) along a speed value preset according to the distance from the target stop position (Tc), that is, along a target curve (S) set so as to have uniform acceleration.
In order to decelerate the vehicle, the power supply to the primary coil (C ₁ ) for the station is controlled based on the information detected by the two-phase sensor (12), and the creep can be stopped immediately before the target stop position (Tc) is reached. The speed is reduced to Vc and the target stop position (T
c) The vehicle travels at a low speed at the creep speed (Vc) until it reaches the positioning range (L) where it can be positioned, and when it reaches the positioning range (L), the thrust generation by the primary coil (C ₁ ) is stopped. Along with this, the moving vehicle (A) is stopped at the target stop position (Tc) by operating the electromagnet (10).

Then, as described above, the moving vehicle (A) is moved to the target stop position (T
As it reaches the set point (To) on the near side of c), the detected traveling speed, the target speed after advancing the set distance (l ₀ ) from that point, the weight of the moving vehicle body, etc. Based on the set weight of the moving vehicle (A), the thrust is obtained by using the above equation (i), and the obtained thrust is generated while the set distance (l ₀ ) is advanced. (In the following description, it will be referred to as the first deceleration process.) After the thrust is generated, substitute the previous thrust generation condition into the following formula (ii), which is a development of the above formula (i). The weight of the moving vehicle (A) is calculated according to. (V ₁ ) is the speed at the local point, (V ₀ ) is the speed before the thrust is generated,
(F) is the thrust generated.

After calculation of the weight of the transport vehicle (A), the calculated weight, the running speed at that time point (T _1), and a target of After the setting from the time (T ₁₎ the distance (l ₀₎ it is allowed to proceed Based on the speed, the thrust is obtained by using the above equation (i), and the obtained thrust is generated during the progress of the set distance (l ₀ ). However, even after the deceleration, if the creep speed is not reached, using the formula (ii) above based on the traveling speed before the previous deceleration, the traveling speed after deceleration, etc. While calculating the weight
Obtaining the thrust force using the equation (i) is repeated at each time point (T _{1 to} T ₇ ) when the setting process (l ₀ ) has progressed. (In the following description, it is described as the second deceleration process).

That is, the first and second deceleration processes correspond to the energization control means (100) of the present invention, in short,
Each time the moving vehicle (A) moves by the set distance, based on the traveling speed at the local point, the target speed at the point moved by the set distance from the local point, and the speed change result due to the previous thrust generation,
At the point where the traveling speed of the moving vehicle has moved a set distance from the local point, it is configured to calculate the thrust generated while advancing the next set distance so that it becomes the target speed at that point. Is configured to calculate the thrust to be generated based on the deviation between the traveling speed at the local point and the target speed at the time of moving a set distance from the local point, the set distance, and the moving vehicle weight, In addition, by obtaining the weight of the moving vehicle in the second and subsequent thrust calculations based on the speed change result associated with the previous thrust generation, variations in the spacing between the primary coil (C ₁ ) and the secondary conductor (D), 1 It is configured to be able to decelerate at the target speed regardless of variations in performance of the next coil (C ₁ ) and fluctuations in running resistance. Moreover, as described above, since the vehicle is decelerated while maintaining the constant acceleration state, it is possible to shorten the moving distance required for stopping while avoiding the collapse of the load.

In the constant speed traveling, the energization of the primary coil (C ₁ ) is controlled so as to maintain the creep speed while using the speed detection information of the two-phase sensor (12).

The operation of the stop process will be described in detail based on the flowchart of FIG.

Based on the information of the two-phase sensor (12), it is checked whether or not the moving vehicle (A) has entered the control area, and only when the moving vehicle (A) has entered, the following processing is executed.

That is, the traveling speed at the time when the moving vehicle (A) travels on the set point on the near side of the target stop position, the calculation of the thrust using the weight information set in advance, the output of the thrust obtained by the calculation, and The first deceleration process described above is performed while checking whether the target distance has been advanced.

After the execution of the first deceleration process, the traveling speed is measured,
Check if the running speed is lower than the creep speed.

When the running speed is higher than the creep speed, the weight of the moving vehicle (A) is calculated using the running speed before performing the first deceleration process and the running speed after performing the first deceleration process, and the calculation is performed. The above-described second deceleration process is performed while calculating the thrust using the obtained weight information, outputting the thrust obtained by the calculation, and checking whether or not the target distance has been advanced.

However, even after the second deceleration process is executed once, the running speed is measured until the running speed becomes lower than the creep speed while checking whether the running speed is lower than the creep running speed. 2 The deceleration process will be repeated.

When the traveling speed is reduced below the creep speed, the vehicle travels at the creep speed until it reaches the position where the electromagnet (10) can be positioned. )
The moving vehicle (A) is stopped at the target stop position.

The start process in the stage control process described above will be described.

This start processing detects the traveling speed and the position of the moving vehicle (A) with respect to the target stop position by the two-phase sensor (12), and the speed becomes higher as the distance from the target stop position increases, and the position with respect to the target stop position increases. In order to accelerate the moving vehicle (A) at a target speed set in advance corresponding to
This is for controlling energization to the primary coil (C ₁ ) for the station based on the detection information of the two-phase sensor (12), and more specifically, the first speed-up process corresponding to the first deceleration process in the stop process and , And a second speed increasing process corresponding to the second decelerating process.

That is, at the start of the start, the thrust is obtained by using the above-described equation (i) based on the target speed after traveling the set distance from that time and the weight of the moving vehicle (A) set in advance, and During the progress of the set distance, a first speed increasing process for generating the above-mentioned thrust is performed.

After performing the first speed-up processing, the weight of the moving vehicle (A) is calculated by the above-described equation (ii) based on the speeded up speed information, and the calculated weight and the current weight are calculated. Based on the traveling speed and the target speed after the set distance has been advanced from that time, a thrust is obtained by using the above-described formula (i), and during the set distance, the obtained thrust is calculated. A second speed increase process is performed.

The operation of the starting process will be described in detail with reference to the flowchart of FIG.

Using the preset weight information, calculate the thrust, stop the operation of the electromagnet (10), and then output the calculated thrust until the target distance travels. To do.

After the execution of the first speed increasing process, it is checked whether the moving vehicle (A) is located within the control region, and while the moving vehicle (A) is located within the control region, the following second speed increasing process is performed.

That is, the traveling speed is measured, and the weight of the moving vehicle (A) is calculated using the traveling speed before the first speed increasing process and the traveling speed after the first speed increasing process, and the calculated speed is calculated. The acceleration process is performed while the thrust is calculated using the weight information, the output of the thrust obtained by the calculation, and whether or not the target distance has progressed are checked.

However, this second speed increasing process is repeated until the moving vehicle (A) leaves the control area. In this case, the weight of the moving vehicle (A) is calculated using the traveling speed before the previous second speed increasing process and the traveling speed after the second speed increasing process. .

[Another embodiment]

In the practice of the present invention, various calculation formulas for calculating the thrust force can be considered, and the correction of the thrust force can be variously changed according to the calculation formula.

Also, adjust the thrust generated by the temporary coil (C ₁ )
The specific configuration of the thrust adjustment can be changed in various ways, such as by adjusting the voltage, and the specific configurations of the other parts necessary for carrying out the present invention can also be changed in various ways. For example, the start process is performed in the same format as the intermediate acceleration control process, that is, before the start of the start, the primary coil (C ₁ ) travels a distance corresponding to the range within which thrust can be applied by the primary coil (C ₁ ). The thrust to be generated may be calculated only once based on the target speed at the time point and the weight of the moving vehicle, and the thrust may be generated based on the result. ₂ ) may not be provided, and deceleration and acceleration may be performed by the primary coil (C ₁ ) for the station.

The present invention can also be applied to a so-called magnetic levitation type in which the moving vehicle (A) is levitated against the guide rail (B) using magnetic force.

It should be noted that reference numerals are added to the claims for convenience of comparison with the drawings, but the present invention is not limited to the structures of the accompanying drawings by the entry.

[Brief description of drawings]

The drawings show an embodiment of a stop control device for a transfer facility using a linear motor according to the present invention, FIG. 1 is a schematic plan view of the transfer facility, and FIGS. 2A and 2B are block diagrams of the control configuration. FIG. 3 is a front view of the mobile vehicle, FIG. 4 is a schematic perspective view of the same, FIG. 5 is a schematic side view of the two-phase sensor, and FIG. 6 is a schematic plan view of a mounting portion of the slit plate and the detection piece. The figure is a schematic plan view of the information storage plate, FIG. 8 is a schematic plan view of the load detection sensor, FIG. 9 is a side view showing a part of a moving vehicle, FIG. 10 is the same plan view, and FIG. 11 is a moving vehicle. 12 to 17 are schematic plan views showing the bent state of FIG.
FIG. 18 is a flowchart showing the control operation, FIG. 18 is a drawing showing the relationship between the primary coil and the traveling speed, and FIG. 19 is a drawing showing the deceleration state. (100) ... energization control means, (A) ... moving vehicle, (B)
...... Guide rail, (C ₁ ) …… Primary coil, (D) …… Secondary conductor.

Claims (2)

(57) [Claims] 1. A primary coil (C ₁ ) which generates thrust for stopping a load-carrying moving vehicle (A) guided by a guide rail (B) at a target stop position, the guide coil (C ₁ ). B) side and the secondary conductor (D) to the moving vehicle (A)
The moving vehicle (A) is provided along with a speed value set in advance according to the distance from the target stop position (Tc) in a state where the moving vehicle (A) becomes slower as it approaches the target stop position (Tc). A linear controller provided with an energization control means (100) for controlling energization of the primary coil (C ₁ ) based on traveling speed information of the moving vehicle (A) and position information on the target stop position for decelerating traveling. A stop control device for a transportation facility using a motor, wherein the energization control means (100) travels at a local point and moves a set distance from the local point every time the moving vehicle (A) advances a set distance. Based on the target speed at the specified point and the speed change result due to the previous thrust generation, the moving speed of the moving vehicle at the point moved by the set distance from the local point becomes the target speed at that point. The set distance of Stop control system of the transport facilities of the linear motor utilized that is configured to calculate the thrust produced during that. 2. A deviation between a traveling speed at a local point and a target speed at a point moved a set distance from the local point by the energization control means (100) every time the moving vehicle (A) moves a set distance. The calculated thrust is calculated based on the set distance and the weight of the moving vehicle, and the weight of the moving vehicle in the thrust calculation after two times is calculated based on the result of the speed change due to the previous generation of the thrust. A stop control device for a transport facility using a linear motor according to claim 1 configured.