JP5806823B2 - Steering control device - Google Patents

Description

  The present invention relates to a steering control device, and more particularly, to a steering control device that can smoothly travel a transport vehicle along a travel path even when the transport vehicle is provided with a large number of axles.

  2. Description of the Related Art Conventionally, in factories and the like, packages are transported by unmanned transport vehicles in order to improve the efficiency and labor saving of the transport of packages. When such a transport vehicle travels in a factory or the like, a guide tape is previously attached to the floor or the like as a travel route of the transport vehicle. The transport vehicle is provided with a plurality of axles (for example, four). During the travel of the transport vehicle, the steering angles of these axles are periodically set so that the transport vehicle travels on the guide tape ( For example, the traveling direction of the transport vehicle is corrected under the control of the steering control device.

  With regard to this type of steering control device, the following Patent Document 1 describes that a transport vehicle having one front wheel that can be steered and two rear wheels that cannot be steered can smoothly travel along a curved traveling route. In addition, a technique is disclosed in which the traveling speed of the front wheels and the rear wheels is controlled by a steering control device to prevent the wheels of the transport vehicle from slipping during curve traveling. Specifically, a correction coefficient for calculating the traveling speed of the driving wheel of the rear wheel appropriate for the traveling speed of the driving wheel of the front wheel is stored in advance in the table for each steering angle of the driving wheel of the front wheel. When the transport vehicle travels along the travel route, the correction coefficient corresponding to the steering angle set for the front wheels is acquired from the table, the traveling speed of the front wheels is detected, and then the acquired correction coefficient and Then, a calculation based on the detected traveling speed of the front wheels is performed to calculate the traveling speed of the rear wheels, and the calculated value is set for the rear wheels.

JP-A-2005-71128 (paragraph 0044, etc.)

  However, as in the steering control device described in Patent Document 1, if the number of axles to be controlled is small, such as the number of axles to be controlled, the overall computation time is short even if computation based on the correction coefficient is performed in units of axles. Therefore, even if steering control of each axle is performed using the calculation result, control delay does not occur. However, as the number of axles to be controlled increases as in a large transport vehicle, the entire calculation time becomes longer. For this reason, the calculation is not completed within the period of performing the steering control, and there is a possibility that the steering control of each axle is delayed. Therefore, there is a possibility that the transport vehicle cannot be smoothly run.

  The present invention has been made to solve the above-described problems, and even when the transport vehicle is provided with a large number of axles, the transport vehicle can smoothly travel along the travel route. The object is to provide a control device.

Means for Solving the Problems and Effects of the Invention

According to the steering control device of the first aspect, three or more axles are provided in the longitudinal direction of the chassis of the transport vehicle, and at least the first axle and the second axle among the three or more axles are each 1 Two or more detection means are provided for detecting the derivatives laid on the travel route one by one. As the transport vehicle is traveling along the travel path based on the detection signal of such detection means, each steering angle of the axle is controlled for each axle, as follows. Based on the detection signal of the detecting means provided on the first axle, a first deviation indicating a positional deviation between the detecting means and the travel route is calculated by the first deviation calculating means, and according to the calculated first deviation. The first steering angle of the first axle for reducing the first deviation is calculated by the first steering angle calculation means. Based on the detection result of the detection means provided on the second axle, the second deviation indicating the positional deviation between the detection means and the travel route is calculated by the second deviation calculation means, and according to the calculated second deviation. The second steering angle of the second axle that reduces the second deviation is calculated by the second steering angle calculation means. On the other hand, the steering angle storage means associates each steering angle of the axle with the first steering angle calculated by the first steering angle calculation means and the second steering angle calculated by the second steering angle calculation means. Te is remembers with pre-calculated constants. When the first steering angle is calculated by the first steering angle calculating means and the second steering angle is calculated by the second steering angle calculating means, the steering angle is stored in association with the first steering angle and the second steering angle. each steering angle of the stored vehicle shaft is acquired by the steering angle obtaining means to the means, at each steering angle of the acquired vehicle axis, each of the axles is controlled by the steering angle control means. Therefore, when the steering angles of three or more axles are controlled for each axle, it is not necessary to calculate all of the steering angles by a calculation formula or the like, and the first steering angle of the first axle and the second steering of the second axle. If the angle is calculated , each steering angle of the axle is stored in the steering angle storage means with a constant calculated in advance in association with the first steering angle and the second steering angle. It ’s fine. Therefore, each steering angle can be obtained in a short time. Accordingly, even when a large number of axles are provided on the transport vehicle, the steering angles set on the many axles can be obtained in a short time, and thus the steering angles of the many axles can be controlled at short time intervals. Therefore, there is an effect that the transport vehicle can smoothly travel along the travel route.

According to the steering control device of the second aspect, in addition to the effect exhibited by the steering control device according to the first aspect, the following effect can be obtained. That is, a traveling speed ratio with respect to the target traveling speed of the transfer vehicle, the traveling speed ratio of the drive shaft that Sadama according to the steering angle of the axle, each steering angle of the axle to be stored in the steering angle storage means Correspondingly, it is stored in the traveling speed ratio storage means as a constant calculated in advance. Then, when each steering angle of the vehicle axis by the steering angle acquisition unit is acquired, the travel speed ratio stored in the steering angle and corresponds put in travel speed ratio storage means of the car axis that written Is acquired by the traveling speed ratio acquisition means. Then, based on each travel speed ratio acquired by the travel speed ratio acquisition means and the target travel speed acquired by the target speed acquisition means , each travel speed of the axle is calculated by the travel speed calculation means, and the calculation Each axle is controlled by the traveling speed control means at each traveling speed. Therefore, when each steering angle of the vehicle axis is acquired, and cars shaft that written therewith can obtain the traveling speed ratio the corresponding target travel speed for each travel speed ratio for obtaining Each traveling speed of the axle can be calculated by a simple calculation of multiplying by. Accordingly, even when a large number of axles are provided on the transport vehicle, the traveling speeds set on the numerous axles can be obtained in a short time, and thus the traveling speeds of the many axles can be controlled at short time intervals. Therefore, since it is possible to prevent the traveling speed from being balanced between a large number of axles, there is an effect that the transport vehicle can be driven more smoothly.

  According to the steering control device of the third aspect, in addition to the effect exhibited by the steering control device according to the first or second aspect, the following effect can be obtained. That is, the first axle is provided on one end side in the longitudinal direction of the chassis, and the second axle is provided on the other end side in the longitudinal direction of the chassis. Therefore, both the detection means provided on the first axle and the detection means provided on the second axle are prevented from being displaced with respect to the travel route, that is, so as to continue to exist on the travel route. You can set the direction of travel. Therefore, even when the travel route is curved or refracted, it is possible to prevent the front side and the rear side of the transport vehicle from being deviated from the travel route. There is an effect that can be improved.

(A) is a side view of an automatic guided vehicle, (b) is a bottom view of the automatic guided vehicle, and (c) is an enlarged perspective view of a traveling device of the automatic guided vehicle. (A) is a top view which shows typically the whole driving | running route of an automatic guided vehicle, (b) is an enlarged view of a branch point periphery in a driving route. It is a block diagram which shows typically the electric constitution of an automatic guided vehicle. (A) is a schematic diagram which shows an example of the content of an operation information link table, (b) is a schematic diagram which shows an example of the content of an operation command table, (c) is an example of the classification of an operation command. It is a schematic diagram which shows. (A) is a schematic diagram which shows an example of the content of a steering angle setting table, (b) is a schematic diagram which shows an example of the some constant set for every square of a steering angle setting table. It is explanatory drawing for demonstrating an example of the calculation method of each constant set for every square of a steering angle setting table. It is explanatory drawing for demonstrating an example of the calculation method of each constant set for every square of a steering angle setting table. It is a flowchart which shows the automatic driving | running | working process performed with a control apparatus. It is a flowchart which shows the operation command setting process performed with a control apparatus. It is a flowchart which shows the operation command production | generation process performed with a control apparatus. It is explanatory drawing for demonstrating the flow of an operation command setting process. It is explanatory drawing for demonstrating the flow of an operation command setting process. It is a flowchart which shows the steering angle automatic setting process performed with a control apparatus.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1A is a side view of the automatic guided vehicle 1, FIG. 1B is a bottom view of the automatic guided vehicle 1, and FIG. 1C is a diagram of the traveling device 5 of the automatic guided vehicle 1. It is an expansion perspective view. In this embodiment, in FIGS. 1A and 1B, the left direction toward the drawing is the front of the automatic guided vehicle 1, and the right direction toward the drawing is the rear of the automatic guided vehicle 1. 1A and 1B, the front-rear direction of the automatic guided vehicle 1 is indicated by an arrow Y, and the left-right direction is indicated by an arrow X.

  The automatic guided vehicle 1 is unmanned by automatic driving on a travel route R (see FIG. 2A) based on a destination command notified from a host computer (not shown) that performs operation control of the automatic guided vehicle 1. The vehicle travels, and further, among the plurality of stations C installed on the travel route R, the load loaded at the commanded station C is transported to the commanded station C.

  As shown in FIGS. 1A and 1B, the automatic guided vehicle 1 includes a loading platform 2 on which a load is loaded, a chassis 3 that supports the loading platform 2, and a traveling device 5 a that is installed at a lower portion of the chassis 3. ˜5 l, magnetic guide detection sensors 79 a to 79 d, magnetic mark detection sensors 80 a to 80 d, an ID tag detection sensor 81, and a control device 70.

  As shown in FIG. 1B, the traveling devices 5 a to 5 l are provided in a total of 12 in the lower part of the chassis 3, 6 rows in the front-rear direction of the automated guided vehicle 1 and 2 in the left-right direction of each row. . When the traveling devices 5a to 5l provided in six rows in the front-rear direction are indicated by column numbers, the row (5a and 5b) closest to the front surface of the automated guided vehicle 1 is described as the first row (front row), Hereinafter, the second row,..., The sixth row (final row) are described in order toward the rear of the automatic guided vehicle 1.

  Each of the traveling devices 5a to 5l has one axle 6a and two wheels 6b connected to both ends of the axle 6a. Each axle 6a rotates forward or backward together with the wheels 6b. 3 is configured to pivot with respect to 3.

  Each of the traveling devices 5a to 5l is provided with rotational driving devices 76a to 76l (see FIG. 3) for applying a rotational driving force to the axle 6a to rotate the wheel 6b, and turning the axle 6a to turn the axle 6a to a steering angle. Are respectively connected to the steering drive devices 77a to 77l (see FIG. 3).

  In the present embodiment, the angle formed by the front-rear direction (in the direction of arrow Y) of the automatic guided vehicle 1 and the perpendicular to the axle 6a is used as the steering angle of the axle 6a. Specifically, when the axle 6a is perpendicular to the front-rear direction (arrow Y direction) of the automatic guided vehicle 1, the steering angle of the axle 6a becomes 0 degrees, and the axle 6a turns clockwise from this state. Then, the steering angle increases in the positive direction, and when the axle 6a turns counterclockwise, the steering angle increases in the negative direction (see FIGS. 6 and 7).

  The rotation driving devices 76a to 76l have rotation motors 76a1 to 7611 (see FIG. 3) for applying a rotation driving force to the axle 6a, and the steering driving devices 77a to 77l rotate motors 77a1 to 7711 (which rotate the axle 6a). 3). In the present embodiment, forward / reverse rotation and turning of the axle 6a are controlled for each of the traveling devices 5a to 5l in accordance with a command from the control device 70.

  Each traveling device 5a to 5l is provided with traveling speed sensors 78a to 78l (see FIG. 3) for detecting the traveling speed of the wheel 6b, and the traveling speed of the wheel 6b is determined for each traveling device 5a to 5l. In addition, they are individually output to the control device 70 (see FIG. 3).

  Further, as shown in FIGS. 1B and 1C, among the traveling devices 5 a to 5 l, the traveling devices 5 a, 5 b, 5 k, and 5 l include a front side of the automatic guided vehicle 1 from the central portion of the axle 6 a. The magnetic guide detection sensors 79a, 79b, 79c, 79d are installed perpendicular to the axle 6a. The magnetic guide detection sensors 79a to 79d turn in the same manner as the axle 6a when the axle 6a of the installed traveling devices 5a, 5b, 5k, 5l turns. The functions of the magnetic guide detection sensors 79a to 79d will be described later with reference to FIG.

  Further, as shown in FIG. 1B, the magnetic mark detection sensors 80a to 80d are provided on the front and rear bottom surfaces of the automatic guided vehicle 1 and are provided in total, four at each of the left and right ends. It has been. One ID tag detection sensor 81 is provided at the front bottom surface of the automated guided vehicle 1 and at the center in the left-right direction. The functions of the magnetic mark detection sensors 80a to 80d and the ID tag detection sensor 81 will be described later with reference to FIG.

  The control device 70 detects the states of the various sensors 78a to 78l, 79a to 79d, 80a to 80d, 81, and based on a destination command notified from a host computer (not shown), the rotational drive devices 76a to 76l. (Refer to FIG. 3), steering drive devices 77a to 77l, etc. are controlled to automatically drive the automatic guided vehicle 1.

  In the present embodiment, two modes of an automatic mode and a manual mode are provided as the operation mode of the automatic guided vehicle 1, and when the control device 70 is turned on, the automatic mode is normally set. . When the operation mode of the automatic guided vehicle 1 is the automatic mode, the control device 70 causes the automatic guided vehicle 1 to automatically operate based on the destination command notified from the host computer. On the other hand, in the manual mode, the automatic guided vehicle 1 is caused to travel based on a command from a manual pendant (so-called manual operation remote controller).

  Next, the travel route R of the automatic guided vehicle 1 will be described with reference to FIGS. FIG. 2A is a plan view schematically showing the entire travel route R of the automated guided vehicle 1, and FIG. 2B is a vicinity of a branch point in the travel route R (region IIb in FIG. 1A). FIG.

  As shown in FIG. 2 (a), the entire travel route R of the automatic guided vehicle 1 is formed in an 8-shape, and is a belt-like shape laid as the travel route R on the road surface on which the automatic guided vehicle 1 travels. The magnetic guide G includes a station C provided on the magnetic guide G at a predetermined interval.

  The magnetic guide detection sensors 79a to 79d described above have a detection unit including 28 sensor elements that detect the magnetic guide G, and detect in which region of the detection unit the magnetic guide G is detected. The result is output to the control device 70 (see FIG. 3).

  The 28 sensor elements are arranged in a row so as to be parallel to the axle 6a, and the length of the row is sufficiently wider than the lateral width of the magnetic guide G. For example, if 28 sensor elements and the entire magnetic guide G intersect perpendicularly, the magnetic guide G is detected by several of the 28 sensor elements arranged in a row.

  When the right scanning mode is set as the operation mode, the control device 70 acquires the detection results output from the magnetic guide detection sensors 79b and 79d, while the left scanning mode is set as the operation mode. The detection results output from the magnetic guide detection sensors 79a and 79c are acquired.

  Then, based on the acquired detection result, the positional deviation between the automatic guided vehicle 1 and the magnetic guide G is calculated, and the positional deviation is corrected (decreased), that is, the automatic guided vehicle 1 is placed on the magnetic guide G. Control the direction of travel and so on. More specifically, the control device 70 controls the traveling direction of the automatic guided vehicle 1 so that the magnetic guide G fits in the center of the detection units of the magnetic guide detection sensors 79a to 79d that have acquired the detection results.

  Station C is a position where unloading vehicle 1 is loaded or unloaded, a position where unmanned transport vehicle 1 waits for another unmanned transport vehicle 1 to pass, or unmanned transport vehicle 1 is on travel route R. For example, the position of waiting for the opening of a certain automatic shutter or automatic door.

  As shown in FIG. 2A, each station C is individually assigned a name “C ***” (where “***” is a three-digit number). Thereafter, when the station C is individually specified, the station C name is described as it is. For example, when the station C named “C201” is indicated, it is described as “C201”.

  Further, FIG. 2A shows a state in which the automatic guided vehicle 1 is provided in each of “C201”, “C220”, and “C251”. In the present embodiment, operation control of each automated guided vehicle 1 such as allocation of each automated guided vehicle 1 is managed by a host computer (not shown).

  Each automatic guided vehicle 1 is traveling or waiting for a host computer on a regular basis (for example, every few seconds). Notify the standby position. The host computer notifies each unmanned transport vehicle 1 of a destination command so that the unmanned transport vehicles 1 meet on the travel route R and get stuck, or the unmanned transport vehicle 1 does not collide with another unmanned transport vehicle 1. To do.

  Further, as shown in FIG. 2B, each station C on the travel route R is provided with a rectangular plate-like magnetic mark M and a coin-like ID tag IT, as with the magnetic guide G. ing. Similarly, magnetic marks M are arranged at branch points in the travel route R.

  The magnetic mark M is arranged at each station C on the travel route R, a branch point, or the like, and the control device 70 determines the reference position such as the stop position, right turn position, left turn position, etc. of the automatic guided vehicle 1. Is to confirm. The magnetic mark detection sensors 80a to 80d described above are sensors that output whether or not the magnetic mark M is detected to the control device 70 (see FIG. 3), and the control device 70 detects when the magnetic mark M is detected. Then, it is determined that the automated guided vehicle 1 has arrived at any station C or has reached a branch point in the travel route R.

  The ID tag IT stores identification information (for example, the name of the station C) for individually identifying each station C on the travel route R. While the distance from the ID tag IT is close (for example, within several tens of centimeters), the ID tag detection sensor 81 can contact the identification information stored in the ID tag IT in a non-contact manner (for example, an electromagnetic induction method). It is a sensor that reads and outputs to the control device 70.

  If the magnetic mark is detected by the magnetic mark detection sensors 80a to 80d and the identification information of the ID tag IT is detected by the ID tag detection sensor 81, the control device 70 corresponds to the detected identification information. It is determined that the automatic guided vehicle 1 has arrived at the station C.

  Next, the electrical configuration of the automatic guided vehicle 1 will be described with reference to FIG. The control device 70 is a device mounted on the automatic guided vehicle 1, and controls various devices included in the automatic guided vehicle 1, the traveling state of the automatic guided vehicle 1, and the like. The control device 70 includes a CPU 71, a flash memory 72, and a RAM 73, which are connected to the input / output port 75 via the bus line 74.

  The input / output port 75 includes the rotation driving devices 76a to 76l, the steering driving devices 77a to 77l, the traveling speed detection sensors 78a to 78l, the magnetic guide detection sensors 79a to 79d, and the magnetic mark detection sensors 80a to 80d. In addition to the ID tag detection sensor 81, a wireless communication device 82 is mainly connected.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The flash memory 72 is a rewritable nonvolatile memory that stores programs executed by the CPU 71, fixed value data, and the like. In addition, the automatic driving process shown in the flowchart of FIG. 8 described later, the operation command setting process shown in the flowchart of FIG. 9, the operation command generation process shown in the flowchart of FIG. 10, and the steering angle automatic setting process shown in the flowchart of FIG. Each program to be executed is stored in the flash memory 72.

  The flash memory 72 is provided with an operation information link table 72a, an operation command table 72b, and a steering angle setting table 72c. Here, the operation information link table 72a and the operation command table 72b will be described with reference to FIG.

  FIG. 4A is a schematic diagram showing an example of the contents of the operation information link table 72a, and FIG. 4B is a schematic diagram showing an example of the contents of the operation command table 72b. These are schematic diagrams showing an example of types of operation commands.

  The operation information link table 72a is a table that is referred to by the control device 70 together with the operation command table 72b described later when the control device 70 generates an operation command sequence corresponding to the destination command notified from the host computer.

  The destination command is composed of data in which the stations C from the station C serving as the departure point to the station C serving as the arrival point are arranged in the order of travel (hereinafter referred to as “station C column”). When C is “C201” and the station C as the arrival point is “C203”, a destination command “C201 → C202 → C203” is notified from the host computer to the automatic guided vehicle 1.

  The operation command is a command executed by the control device 70 to perform traveling control of the automatic guided vehicle 1, and a plurality of types of operation commands are provided according to the control content of the automatic guided vehicle 1 (see FIG. 4C). ). The control device 70 combines these operation commands to generate an operation command sequence corresponding to the destination command notified from the host computer, and then sequentially executes each operation command of the generated operation command sequence one by one. Then, the automatic guided vehicle 1 is caused to travel from the station C serving as the departure point to the station C serving as the arrival point. A method for generating an operation command sequence from a destination command will be described later.

  As shown in FIG. 4A, the motion information link table 72a includes a combination of three stations C adjacent on the travel route R and a motion information data number sequence corresponding to the combination, as well as a travel route R. It is composed of a combination of two stations C adjacent to each other and an operation information data number string corresponding to the combination.

  Here, the combination of three adjacent stations C includes a station C where the unmanned transport vehicle 1 is scheduled to pass most recently (hereinafter referred to as “previous position”) and a station C where the unmanned transport vehicle 1 is scheduled to exist. (Hereinafter referred to as “current position”) and a station C to which the automatic guided vehicle 1 is scheduled to pass next (hereinafter referred to as “next position”).

  Hereinafter, in order to simplify the description, when describing a combination of three adjacent stations C, each station C is described in the order of “previous position, current position, and next position”. For example, if the previous position is “C201”, the current position is “C202”, and the next position is “C203”, “C201, C202, C203” is described. This combination means that the automatic guided vehicle 1 finishes traveling from C201 to C202 and continues to travel from C202 to C203.

  By the way, in this embodiment, when configuring a combination of three adjacent stations C, there is a case where the previous position and the next position do not exist, and therefore the combination cannot be configured. That is, when the unmanned transport vehicle 1 newly starts running from a state of waiting for a command at the current position (hereinafter referred to as “standby”), there is no previous position. In addition, if the automatic guided vehicle 1 is in an automatic driving state (hereinafter referred to as “automatic driving”) but stops at the current position and then waits thereafter, the next position exists. do not do.

  Therefore, in such a case, only a combination of two stations C adjacent on the travel route R can be configured. Therefore, in the present embodiment, when there is no “previous position” or “next position” and only a combination of the two stations C can be configured, the “previous position” or “next position” is referred to as “not applicable”. “0” is written in the meaning.

  For example, the combination of the stations C “0, C201, C202” means that the automatic guided vehicle 1 that has been waiting in C201 starts traveling from C201 and heads for C202. Further, for example, the combination of the stations C of “C201, C202, 0” means that the automatic guided vehicle 1 finishes traveling from C201 to C202, stops at C202, and thereafter waits.

  The motion information data number sequence is composed of one or more motion information data numbers. Although details will be described later, each operation information data number is set with an operation command string composed of a plurality of operation commands in an operation command table 72b (see FIG. 4B) described later. .

  As described above, the operation information data number string is set according to the combination of three adjacent stations C. For example, as shown in FIG. 4A, the stations “0, C201, C202” are set. The combination of C is associated with an operation information data number string of “11, 22, 208, 99, 112, 31”. When an operation command sequence corresponding to this number sequence is executed by the control device 70, the automatic guided vehicle 1 that has been waiting in C201 travels from C201 to C202.

  For example, the combination of the station C “C203, C204, C205” is associated with the operation information data number string “67, 212, 99, 114, 31”. When the operation command sequence corresponding to this number sequence is executed by the control device 70, the automatic guided vehicle 1 traveling from C203 to C204 continues to travel from C204 to C205. Hereinafter, the same description will be given for other combinations of the stations C, and the description thereof will be omitted.

  In the present embodiment, when the entire travel route R and the stations C arranged on the travel route R are determined, the operation information link table 72a corresponding to the travel route R is the developer of the automatic guided vehicle 1. (Provider) and so on. More specifically, in order to create the operation information link table 72a, all the combinations of the three adjacent stations C are obtained from the stations C arranged on the travel route R. For each combination, Then, an operation of setting an operation information data number sequence corresponding to the combination is performed. Similarly, all the combinations of two adjacent stations C are obtained from the stations C arranged on the travel route R, and an operation information data number sequence corresponding to the combination is set for each combination. The work is done.

  On the other hand, in the case of the conventional automatic guided vehicle, the operation information link table was created in the same manner. However, as described later, since the combination of the stations C was obtained as a brute force, the size of the operation information link table was determined according to this embodiment. It was larger than the form. That is, when creating a conventional operation information link table for an automated guided vehicle, first, among the stations C arranged on the travel route R, one station C is set as the current position, and the remaining positions excluding the current position are excluded. A combination of two stations C is determined, with one of the stations C as the next position. In addition, the present position is not changed as it is, and all the combinations of the present position and the two stations C having the remaining stations C other than the previously combined station C as the next positions are obtained.

  Similarly, in the case where each station C arranged on the travel route R is set as the current position, all combinations of the two stations C of the current position and the next position are obtained. Thereafter, for each combination, an operation of setting an operation information data number sequence corresponding to the combination is performed.

  As described above, in the operation information link table for the conventional automatic guided vehicle, since the combination of the stations C is obtained as a brute force, the size of the operation information link table is large. Further, since there are many combinations of stations C, setting of the operation information data number sequence corresponding to the combinations is complicated, and input errors are easily caused. Further, when the number of stations C on the travel route R is increased or decreased, the operation information link table must be corrected as a whole, so that the correction work is complicated.

  On the other hand, in the present embodiment, when the operation information link table 72a is created in advance, the combination of three adjacent stations C among the stations C arranged on the travel route R and the adjacent installation The combinations of the two stations C to be obtained are all obtained, and the operation information data number sequence corresponding to each combination is set. Therefore, since the number of combinations to be obtained is small, the size can be made smaller than that of the conventional operation information link table for automatic guided vehicles. When the number of stations C on the travel route R is increased or decreased, the combination of the three stations C including the station C to be increased or decreased and the two stations C including the station C to be increased or decreased in the operation information link table 72a. Since only the combinations are corrected and the operation information data number sequence corresponding to each combination is reset, the correction work is easy.

  Further, as described above, in the present embodiment, the operation command for causing the automatic guided vehicle 1 to travel from the “current position” to the “next position” from the combination of the stations C “previous position, current position, and next position”. Configured to retrieve columns.

  Therefore, depending on the driving conditions such as whether the travel route R from the “previous position” to the “next position” is a straight line, curved, or refracted, the “current position” to the “next position” The traveling state of the automatic guided vehicle 1 can be appropriately set.

  That is, when the travel route R from the “previous position” to the “next position” is a straight line, the automated guided vehicle 1 can travel from the “previous position” to the “next position” without reducing the travel speed. In such a case, in the present embodiment, the traveling speed of the automatic guided vehicle 1 that has traveled from the “previous position” to the “current position” is maintained, and the automatic guided vehicle 1 is subsequently moved from the “current position” to the “next position”. The operation command sequence is set so that the vehicle travels to “. As a result, the change in the traveling speed from the “previous position” to the “next position” can be suppressed, so that the automatic guided vehicle 1 can be smoothly traveled.

  If the travel route R from the “previous position” to the “current position” is curved or refracted, the automatic guided vehicle 1 travels from the “previous position” to the “current position” while reducing the travel speed. Come. Thereafter, if the travel route R from the “current position” to the “next position” is a straight line, in this embodiment, the unmanned transport vehicle 1 is moved to the “current position” while the travel speed of the unmanned transport vehicle 1 is increased. The operation command string is set so that the vehicle travels from “to next position”.

  On the other hand, if the travel route R from the “current position” to the “next position” is curved or refracted, the traveling speed of the automatic guided vehicle 1 is maintained according to the curve or refraction, The operation command sequence is set such that the traveling speed is decreased and the automatic guided vehicle 1 is traveled from the “current position” to the “next position”. As a result, the automatic guided vehicle 1 can be driven at an appropriate travel speed according to the shape of the travel route R from the “previous position” to the “next position”.

  Next, the operation command table 72b will be described with reference to FIG. The operation command table 72b is a table that is referred to by the control device 70 together with the above-described operation information link table 72a when the control device 70 generates an operation command sequence corresponding to the destination command notified from the host computer.

  As shown in FIG. 4B, the operation command table 72b includes an operation information data number and an operation command string corresponding to the operation information data number. For example, “9101H-0000H” is associated with the operation information data number “1” as the first operation command, and “0101H-1001H” is associated with the second operation command. Since the other operation information data numbers are also described in the same manner, the description thereof is omitted.

  Each operation command is configured in units of 2 words (1 word in this embodiment is 2 bytes), and a command code indicating a command type is set in the upper byte of the first word. Data indicating command parameters is set in the lower byte of the first word and the entire second word. For example, if the operation command is “9101H-0000H”, “91H” is a command code, and “01H-0000H” is data indicating a parameter.

  Next, an example of the type of operation command will be described with reference to FIG. As shown in FIG.4 (c), in this embodiment, according to the control content of the automatic guided vehicle 1, the operation command is provided separately, and a command code is individually set for each operation command. Yes.

  For example, “01H” is set as the command code for the operation command for executing the traveling direction setting, and “12H” is set as the command code for the operation command for executing the traveling speed setting. The other operation commands are also described in the same manner, and the description thereof is omitted.

  Returning to the description of FIG. The steering angle setting table 72c is a table for determining the steering angle to be set for each of the twelve travel devices 5a to 5l. During the automatic operation of the automatic guided vehicle 1, the steering angle setting table 72c is periodically (for example, every 5 ms). ) Is referred to by the control device 70. The steering angle setting table 72c is created in advance by a developer (provider) of the automatic guided vehicle 1 or the like.

  Here, the steering angle setting table 72c will be described with reference to FIG. FIG. 5A is a schematic diagram showing an example of the contents of the steering angle setting table 72c, and FIG. 5B is an example of a plurality of constants set for each square of the steering angle setting table 72c. It is a schematic diagram shown.

  As shown in FIG. 5A, the steering angle setting table 72c includes a combination of the front steering angle θf and the rear steering angle θb, and a plurality of constants calculated in advance based on the combination.

  The front steering angle θf and the rear steering angle θb are reference values (reference steering angles) used in the control device 70, and the magnetic guide G is located at the center of the detection units of the magnetic guide detection sensors 79a to 79d that have acquired the detection results. This value is used by the control device 70 to control the steering angle of each axle 6a in each of the traveling devices 5a to 5l so as to be within the range.

  As described above, in the control device 70, when the right scanning mode is set as the operation mode, the detection results output from the magnetic guide detection sensors 79b and 79d are acquired. Then, in the control device 70, the steering angle of the traveling device 5b when the automatic guided vehicle 1 is traveling is calculated as the front steering angle θf so that the magnetic guide G fits in the center of the detection unit of the magnetic guide detection sensor 79b. The In addition, the steering angle of the traveling device 5l when the automatic guided vehicle 1 is traveling is calculated as the rear steering angle θb so that the magnetic guide G fits in the center of the detection unit of the magnetic guide detection sensor 79d.

  It should be noted that the front steering angle θf and the rear steering angle θb calculated here are reference steering angles for the control device 70 to refer to the steering angle setting table 72c, so that the traveling device 5b and the traveling device 5l are referred to. It does not always coincide with the set steering angle.

  On the other hand, in the control device 70, when the left scanning mode is set as the operation mode, the detection results output from the magnetic guide detection sensors 79a and 79c are acquired. Then, in the control device 70, the steering angle of the traveling device 5a when the automatic guided vehicle 1 is traveling is calculated as the front steering angle θf so that the magnetic guide G is accommodated in the center of the detection unit of the magnetic guide detection sensor 79a. The In addition, the steering angle of the traveling device 5k when the automatic guided vehicle 1 is traveling is calculated as the rear steering angle θb so that the magnetic guide G fits in the center of the detection unit of the magnetic guide detection sensor 79c.

  In addition, the front side steering angle θf and the rear side steering angle θb calculated here do not always coincide with the steering angles set for the traveling device 5a and the traveling device 5k. The calculation method of the front steering angle θf and the rear steering angle θb does not change for each of the magnetic guide detection sensors 79a to 79d, but is common, and the values of the front steering angle θf and the rear steering angle θb are simply It depends on the detection result.

  The steering angle setting table 72c sets the range of the front steering angle θf to 0 to 89 degrees, the range of the rear steering angle θb to −89 to 89 degrees, and further sets the front steering angle θf and the rear steering angle θb to 1 degree. The unit is combined without omission. In the table 72c shown in FIG. 5A, the description of a plurality of constants corresponding to each square is omitted.

  As described above, since the steering angle of the axle 6a has not only a positive angle but also a negative angle, the range of the front steering angle θf is also positive around 0 degrees, like the rear steering angle θb. In addition, it is necessary to set the angle in a negative range (a range of −89 degrees to 89 degrees). However, in the present embodiment, the range of the front steering angle θf is 0 to 89 degrees. This is to reduce the size of the steering angle setting table 72c, and details thereof will be described later.

  As shown in FIG. 5B, there are twelve constants corresponding to one square constituting the steering angle setting table 72c (that is, one combination of the front steering angle θf and the rear steering angle θb). Traveling speed ratios Va1 to Va12 for calculating the steering angles θ1 to θ12 to be set for the traveling apparatuses 5a to 5l and the traveling speeds V1 to V12 to be set for the 12 traveling apparatuses 5a to 5l. It is comprised by.

  Here, the steering angle θ1 indicates the steering angle of the axle 6a provided in the left frontmost traveling device 5a of the automatic guided vehicle 1, and the steering angle θ2 is the right frontmost traveling device 5b of the automatic guided vehicle 1. The steering angle of the axle 6a provided in is shown. Hereinafter, similarly, each of the steering angles θ3 to θ12 indicates the steering angle of each axle 6a provided in the traveling devices 5c to 5l.

  The traveling speed ratio Va1 indicates a traveling speed ratio for calculating the traveling speed V1 of the axle 6a provided in the traveling device 5a in the left frontmost row of the unmanned transport vehicle 1, and the traveling speed ratio Va2 is the unmanned transport. The traveling speed ratio for calculating the traveling speed V2 of the wheel 6b provided in the traveling device 5b in the right frontmost row of the vehicle 1 is shown.

  Similarly, each of the traveling speed ratios Va3 to Va12 indicates a traveling speed ratio for calculating the traveling speeds V3 to V12 of the wheels 6b of the traveling devices 5c to 5l. These travel speed ratios Va1 to Va12 are ratios when the reference travel speed V, which is the travel speed that the automatic guided vehicle 1 should target, is used as a reference (ie, “1”).

  The reference travel speed V is determined in advance for each two adjacent stations C on the travel route R. In other words, it is predetermined for each section when the travel route R is divided for each station C.

  As described above, in the present embodiment, the operation information data number sequence is set according to the combination of two adjacent stations C and the combination of three adjacent stations C, and the reference traveling speed V is The operation information data number string is designated by a part of the numbers. When an operation command for designating the reference travel speed V is executed by the control device 70, each of the travel devices 5a to 5l is provided so that the automatic guided vehicle 1 travels at the designated reference travel speed V. The traveling speed of the wheel 6b is controlled.

  The traveling speeds V1 to V12 of the wheels 6b to be set for the traveling devices 5a to 5l can be calculated by multiplying the reference traveling speed V by the traveling speed ratios Va1 to Va12. For example, the traveling speed V1 of the wheel 6b of the traveling apparatus 5a to be set for the traveling apparatus 5a is calculated by multiplying the reference traveling speed V by the traveling speed ratio Va1.

  Here, with reference to FIG. 6 and FIG. 7, a calculation method of each steering angle θ1 to θ12 and each traveling speed ratio Va1 to Va12 will be described. 6 and 7 are explanatory diagrams for explaining an example of a method for calculating each constant set for each square of the steering angle setting table.

  In FIG. 6, the front-rear direction of the automatic guided vehicle 1 is indicated by an arrow Y, the horizontal direction is indicated by an arrow X, and the turning center of the automatic guided vehicle 1 is indicated by a point O. Moreover, in FIG. 7, each traveling apparatus 5a-5l in FIG. 6 is each illustrated individually. Further, as shown in FIG. 6, the axles 6 a of the traveling devices 5 a and 5 b provided in the front row of the automatic guided vehicle 1 and the axles of the traveling devices 5 k and 5 l provided in the final row of the automatic guided vehicle 1. The distance from 6a is defined as a first wheel base B1.

  Further, the distance between the axle 6a of the traveling devices 5c and 5d provided in the second row of the automated guided vehicle 1 and the axle 6a of the traveling devices 5i and 5j provided in the fifth row of the automated guided vehicle 1 is determined. The axle 6a of the traveling devices 5e and 5f provided in the third row of the automatic guided vehicle 1 as the second wheel base B2, and the axles of the traveling devices 5g and 5h provided in the fourth row of the automatic guided vehicle 1 The distance from 6a is defined as a third wheel base B3.

  Further, the axles 6a of the traveling devices 5b, 5d, 5f, 5h, 5j, 5l provided on the right side of the automatic guided vehicle 1 and the traveling devices 5a, 5c, 5e provided on the left side of the automatic guided vehicle 1 are provided. The distance from the axle 6a of 5g, 5i, and 5k is defined as a tread T. The wheel bases B <b> 1 to B <b> 3 and the tread T are eigenvalues that are determined when the automatic guided vehicle 1 is designed.

Here, it is the distance of the automated guided vehicle 1 in the left-right direction (the direction of the arrow X in the figure), and the axles of the traveling devices 5b, 5d, 5f, 5h, 5j, 5l provided on the right side of the automated guided vehicle 1 When the distance between 6a and the turning center O is a distance A, if the front steering angle θf and the rear steering angle θb are uniquely determined, the distance A is
A = B1 ÷ (Tan (θf) + Tan (θb))
Can be calculated.

  When the distance A is determined, the steering angles θ1 to θ12 can be calculated by the following calculation formula.

θ1 = Tan−1 ((Tan (θf) × A) ÷ (A + T))
θ2 = θf
θ3 = Tan−1 (((Tan (θf) × A) − ((B1−B2) ÷ 2)) ÷ (A + T))
θ4 = Tan−1 (((Tan (θf) × A) − ((B1−B2) ÷ 2)) ÷ A)
θ5 = Tan−1 (((Tan (θf) × A) − ((B1−B3) ÷ 2)) ÷ (A + T))
θ6 = Tan−1 (((Tan (θf) × A) − ((B1−B3) ÷ 2)) ÷ A)
θ7 = Tan−1 (((Tan (θb) × A) − ((B1−B3) ÷ 2)) ÷ (A + T))
θ8 = Tan−1 (((Tan (θb) × A) − ((B1−B3) ÷ 2)) ÷ A)
θ9 = Tan−1 (((Tan (θb) × A) − ((B1−B2) ÷ 2)) ÷ (A + T))
θ10 = Tan−1 (((Tan (θb) × A) − ((B1−B2) ÷ 2)) ÷ A)
θ11 = Tan−1 ((Tan (θb) × A) ÷ (A + T))
θ12 = θb
Further, as shown in FIG. 6, the straight line distance from the turning center O to the axle 6a of the traveling device 5a provided in the left frontmost row of the unmanned conveyance vehicle 1 is defined as a turning radius R1, and the unmanned conveyance from the turning center O is performed. Let R2 be the linear distance to the axle 6a of the traveling device 5b provided in the right frontmost row of the vehicle 1. Similarly, the linear distances from the turning center O to the axles 6a of the traveling devices 5c to 5l are assumed to be turning radii R3 to R12, respectively.

  These turning radii R1 to R12 can be calculated by the following calculation formulas if the respective steering angles θ1 to θ12 are determined.

R1 = (A + T) ÷ Cos (θ1)
R2 = A ÷ Cos (θ2)
R3 = (A + T) ÷ Cos (θ3)
R4 = A ÷ Cos (θ4)
R5 = (A + T) ÷ Cos (θ5)
R6 = A ÷ Cos (θ6)
R7 = (A + T) ÷ Cos (θ7)
R8 = A ÷ Cos (θ8)
R9 = (A + T) ÷ Cos (θ9)
R10 = A ÷ Cos (θ10)
R11 = (A + T) ÷ Cos (θ11)
R12 = A ÷ Cos (θ12)
And if each turning radius R1-R12 is decided, the largest turning radius Rmax with the largest value can be calculated | required from each turning radius R1-R12, As a result, each traveling speed ratio Va1 by the following formulas. ~ Va12 can be calculated.

Va1 = R1 ÷ Rmax
Va2 = R2 ÷ Rmax
Va3 = R3 ÷ Rmax
Va4 = R4 ÷ Rmax
Va5 = R5 ÷ Rmax
Va6 = R6 ÷ Rmax
Va7 = R7 ÷ Rmax
Va8 = R8 ÷ Rmax
Va9 = R9 ÷ Rmax
Va10 = R10 ÷ Rmax
Va11 = R11 ÷ Rmax
Va12 = R12 ÷ Rmax
As described above, in the present embodiment, the range of the front steering angle θf is 0 to 89 degrees, the range of the rear steering angle θb is −89 to 89 degrees, and further, the front steering angle θf and the rear steering angle θb are set. A table 72c is created in advance in which the above are combined without omission in units of 1 degree. When creating the table 72c, the steering angles θ1 to θ12 and the traveling speed ratios Va1 to Va12 can be calculated in advance for each square of the table 72c by using the above-described calculation formula.

  When the front steering angle θf and the rear steering angle θb are calculated on the basis of the detection results of the magnetic guide detection sensors 79a to 79d, the control device 70, if the front steering angle θf is a positive angle, The steering angles θ1 to θ12 and the traveling speed ratios Va1 to Va12 corresponding to the calculated front steering angle θf and rear steering angle θb and the travel speed ratios Va1 to Va12 are acquired from the steering angle setting table 72c.

  On the other hand, if the front steering angle θf is a negative angle, the front steering angle θf and the rear steering angle θb are each multiplied by −1 to make the sign of the front steering angle θf positive. Then, the steering angles θ1 to θ12 and the traveling speed ratios Va1 to Va12 corresponding to the front steering angle θf and the rear steering angle θb multiplied by −1 are acquired from the steering angle setting table 72c. The obtained steering angles θ1 to θ12 are respectively multiplied by −1, and the obtained steering angles θ1 to θ12 are converted to left and right in units of each row of the traveling devices 5a to 5l in the automatic guided vehicle 1. Replace.

  That is, the steering angle θ2 (θ2 before changing the steering angle) obtained by multiplying by −1 becomes the steering angle θ1 of the traveling device 5a by changing the steering angle in each row. Similarly, the steering angle θ1 before the left-right change becomes the steering angle θ2 of the traveling device 5b by changing the steering angle in each row. Similarly, the other steering angles θ3 to θ12 are interchanged left and right for each row of the traveling devices 5c to 5l.

  In addition, the travel speed ratios Va1 to Va12 are simply switched left and right in units of each row of the travel devices 5a to 5l. That is, the traveling speed ratio Va2 before the left-right replacement becomes the traveling speed ratio Va1 of the traveling device 5a by the replacement of the traveling speed ratio in each row. Similarly, the traveling speed ratio Va1 before the left / right replacement becomes the traveling speed ratio Va2 of the traveling device 5b by the replacement of the traveling speed ratio. Similarly, the other travel speed ratios Va3 to Va12 are interchanged left and right for each row of the travel devices 5c to 5l.

  In the present embodiment, the state in which the axle 6a is perpendicular to the front-rear direction (arrow Y direction) of the automatic guided vehicle 1 is set to 0 degree. The axle 6a merely rotates symmetrically with respect to the front-rear direction (arrow Y direction) of 1. That is, the only difference is that the sign is inverted.

  Therefore, even if a steering angle setting table is provided in which the range of the front steering angle θf is −89 to 0 degrees and the range of the rear steering angle θb is −89 to 89 degrees, the table is simply the front side. In the steering angle setting table 72c in which the range of the steering angle θf is 0 to 89 degrees and the range of the rear steering angle θb is −89 to 89 degrees, the signs of the front steering angle θf and the steering angles θ1 to θ12 are reversed. It will be just a thing. Therefore, a redundant table is provided.

  Therefore, in the present embodiment, only the steering angle setting table 72c in which the range of the front steering angle θf is 0 to 89 degrees and the range of the rear steering angle θb is −89 to 89 degrees is provided, and the magnetic guide detection sensor is provided. When the front side steering angle θf calculated based on the detection results of 79a to 79d is a negative angle, the front side steering angle θf and the rear side steering angle θb are each multiplied by −1 to sign the front side steering angle θf. Is used, and the steering angle setting table 72c is used. Finally, the obtained steering angles θ1 to θ12 are respectively multiplied by −1. Thus, in this embodiment, since the size of the steering angle setting table 72c is reduced, consumption of the storage area can be suppressed.

  Returning to the description of FIG. The RAM 73 is a memory for the CPU 71 to store various work data, flags, and the like in a rewritable manner when executing the control program. The RAM 73 includes an operation command buffer memory 73a, a command execution pointer 73b, a command buffer memory 73c, a new command pointer 73d, an overwrite start pointer 73e, a reference steering angle memory 73f, and a reference travel speed memory 73g. Is provided.

  The operation command buffer memory 73a is a memory for storing an operation command sequence corresponding to the destination command notified from the host computer. When the destination command is notified from the host computer while the automatic guided vehicle 1 is on standby, and the destination command is received by the control device 70, the operation command buffer memory 73a is cleared. Thereafter, the control device 70 generates an operation command sequence for causing the automatic guided vehicle 1 to travel on the travel route R from the station C as the departure point to the station C as the arrival point based on the received destination command. These are stored in order of execution from the top of the operation command buffer memory 73a.

  In this embodiment, even if the automatic guided vehicle 1 is already in automatic operation, the destination command may be notified to the automatic guided vehicle 1 again from the host computer. For example, there is a case where it is desired that the automatic guided vehicle 1 travels from the station C serving as the departure point to the station C serving as the destination point, but another automatic guided vehicle 1 exists on the travel route R and cannot pass through.

  Here, an example thereof will be specifically described. For example, the automatic guided vehicle 1 waiting at the station “C201” (see FIG. 2A) is scheduled to travel to the station “C203”. It is assumed that the vehicle 1 exists. In this case, the host computer notifies the waiting unmanned transport vehicle 1 of a destination command for causing the unmanned transport vehicle 1 to travel from the station “C201” to the station “C202” as the first destination command.

  Then, when another automatic guided vehicle 1 that has existed in the station “C203” moves and can enter the station “C203”, the host computer controls the station “C202” to the station “C203” as a second destination command. A destination command for causing the automatic guided vehicle 1 to travel to “C203” is notified to the automatic guided vehicle 1. As described above, the host computer wants to drive the automatic guided vehicle 1 to the destination station C, but another automatic guided vehicle 1 exists on the travel route R, and the automatic guided vehicle 1 is moved along the way. When it becomes impossible to advance, the destination instruction | command for making the automatic guided vehicle 1 drive | work to the station C which can advance is notified with respect to the automatic guided vehicle 1. FIG. And every time it can advance, the destination instruction | command for making the automatic guided vehicle 1 drive | work to the station C which became possible to advance is notified with respect to the automatic guided vehicle 1. FIG.

  Further, in the present embodiment, even when the station C as the arrival point is changed on the way, the destination command is notified again from the host computer. For example, the first destination command is notified from the host computer to the waiting unmanned transport vehicle 1, and after the unmanned transport vehicle 1 starts traveling in accordance with the destination command, the station C serving as the arrival point is changed in the host computer. Suppose that In such a case, the host computer notifies the automatic guided vehicle 1 of a destination command for causing the automatic guided vehicle 1 to travel to the station C that is the changed arrival point.

  In this embodiment, every time a destination command is notified from the host computer to the automatic guided vehicle 1, the station C arranged on the travel route R from the station C serving as the departure point to the station C serving as the arrival point is displayed. An example of notification in units of three will be described below. That is, an example of a case where a destination command is notified multiple times from the host computer if there are four or more stations C on the travel route R from the station C serving as the departure point to the station C serving as the arrival point. Is described below.

  Specifically, first, among the stations C arranged on the travel route R from the departure point to the arrival point, three stations C successively arranged from the departure point to the arrival point are used as the first destination command. The upper-level control computer notifies the automatic guided vehicle 1.

  Next, among the three stations C notified most recently, the three stations C starting from the last station C and continuously arranged from there to the arrival point are sent to the automatic guided vehicle 1 as the next destination command. Be notified. The notification timing of the next destination command is notified at the latest before the automatic guided vehicle 1 stops at the arrival point indicated by the latest destination command.

  Thereafter, similarly, the destination command is repeatedly notified to the automatic guided vehicle 1 until the station C at the arrival point appears at the end of the destination command.

  For example, the station C as the departure point is “C201”, the station C as the arrival point is “C204”, and four stations C are arranged on the travel route R from the departure point to the arrival point. First, a destination command “C201 → C202 → C203” is notified from the host computer to the automatic guided vehicle 1. Next, a destination command “C203 → C204” is notified to the automatic guided vehicle 1 from the host computer.

  When the next destination command is notified from the host computer during automatic operation of the automatic guided vehicle 1 and the destination command is received by the control device 70, the control device 70 displays an operation command sequence corresponding to the next destination command. They are generated and added to the operation command buffer memory 73a. As a result, in the control device 70, in addition to the operation command sequence already stored in the memory 73a, the newly added operation command sequence is also executed. As a result, the control device 70 can cause the automatic guided vehicle 1 to travel to the arrival point indicated by the next destination command.

  That is, since the arrival point can be changed before the automatic guided vehicle 1 arrives at the station C as the arrival point and stops, the traveling route R and the destination of the automatic guided vehicle 1 can be freely changed. Therefore, the automatic guided vehicle 1 can be operated efficiently in accordance with external factors such as the congestion state of the travel route R on which the automatic guided vehicle 1 travels.

  The command execution pointer 73b indicates a storage position of one operation command to be executed next by the control device 70 in the operation command sequence stored in the operation command buffer memory 73a. When the destination command notified from the host computer is received by the control device 70 while the automatic guided vehicle 1 is on standby, the command execution pointer 73b is stored at the storage position of the head operation command stored in the operation command buffer memory 73a. Is initialized (see S14 in FIG. 9).

  When the unmanned transport vehicle 1 travels, the control device 70 acquires one operation command indicated by the command execution pointer 73b from the operation command buffer memory 73a and executes the operation command. Then, when the executed operation command is completed, the command execution pointer 73b is updated so that the storage position of one operation command to be executed next is indicated by the command execution pointer 73b. The control device 70 obtains the operation command indicated by the command execution pointer 73b while other operation commands to be executed remain in the operation command buffer memory 73a (that is, until all operation commands are executed). The command execution pointer 73b is repeatedly updated.

  The command buffer memory 73c is a memory in which the destination command notified from the host computer is stored. When the destination command notified from the host computer is received by the control device 70 while the automatic guided vehicle 1 is on standby, the command buffer memory 73c is cleared, and the received destination command is stored in the command buffer memory 73c. Stored in order from the top.

  For example, when the destination command “C201 → C202 → C203” is received by the control device 70 while the automatic guided vehicle 1 is on standby, the station C “C201 → C202 → C203” from the top of the command buffer memory 73c. The columns are stored in order (see FIG. 11 (a)).

  On the other hand, as will be described in detail later, when the next destination command is notified from the host computer during automatic operation of the automatic guided vehicle 1 and the destination command is received by the control device 70, the control device 70 receives the current destination command. The destination command is added to the command buffer memory 73c.

  In this case, since the last station C in the destination command already stored is the same as the first station C of the destination command received this time, the destination command received this time is stored in the command buffer memory 73c. Are overwritten in order from the position of the last station C in the destination command stored in (see FIG. 12A).

  For example, when the destination command “C201 → C202 → C203” is already stored in the command buffer memory 73c, and the automatic guided vehicle 1 performs automatic driving according to the contents, the destination command “C203 → C204” When received by the control device 70, the destination command is overwritten from the position where “C203” is stored in the command buffer memory 73c. As a result, the station C column “C201 → C202 → C203 → C204” is finally stored in the command buffer memory 73c.

  The new command pointer 73d indicates a storage position when the operation command sequence corresponding to the destination command is newly generated in the control device 70 and then stored in the operation command buffer memory 73a. It is.

  When the destination command notified from the host computer is received by the control device 70 while the automatic guided vehicle 1 is on standby, the new command pointer 73d is initialized to indicate the head of the operation command buffer memory 73a (see FIG. 9 S14).

  When the operation command string is stored at the position indicated by the new command pointer 73d in the operation command buffer memory 73a, the new command pointer 73d is set to indicate the position to write the next operation command string ( (See S37 in FIG. 10).

  The overwriting start pointer 73e is an operation command sequence corresponding to the next destination command when the next destination command is notified from the host computer during the automatic operation of the automatic guided vehicle 1 and the destination command is received by the control device 70. Is added to the operation command buffer memory 73a and stored in the operation command buffer memory 73a.

  The reference steering angle memory 73f is a memory for storing the front steering angle θf and the rear steering angle θb, which are reference steering angles, and the front steering angle memory 73f1 for storing the front steering angle θf and the rear steering. A rear steering angle memory 73f2 for storing the angle θb.

  In the control device 70, when the front steering angle θf is calculated based on the detection results of the magnetic guide detection sensors 79a and 79b, the calculated front steering angle θf is stored in the front steering angle memory 73f1. Further, when the rear side steering angle θb is calculated based on the detection results of the magnetic guide detection sensors 79c and 79d, the calculated rear side steering angle θb is stored in the rear side steering angle memory 73f2.

  The value of the front steering angle memory 73f1 and the value of the rear steering angle memory 73f2 are updated by the CPU 71 periodically (for example, every 5 ms). And it is used by CPU71, when calculating steering angle (theta) 1-theta12 and driving speed V1-V12 which should be set with respect to 12 traveling apparatuses 5a-5l.

  The reference traveling speed memory 73g is a memory for storing a reference traveling speed V that is a traveling speed that the automatic guided vehicle 1 should target. As described above, the reference travel speed V is determined in advance for each section when the travel route R is divided for each station C. The value of the reference traveling speed memory 73g is updated by the CPU 71 every time the automatic guided vehicle 1 passes through the station C. And it is used by CPU71, when calculating the running speeds V1-V12 which should be set with respect to the 12 traveling apparatuses 5a-5l.

  The wireless communication device 82 is a known circuit for performing data communication by wireless communication with a host computer, and it is a destination command, whether the vehicle is traveling or waiting, and traveling if traveling Data communication such as the position and the standby position is performed if the apparatus is on standby.

  Next, with reference to FIG. 8, the automatic driving process executed by the control device 70 will be described. FIG. 8 is a flowchart showing the automatic driving process. This process is a process for automatically driving the automatic guided vehicle 1 and is repeatedly executed while the operation mode of the automatic guided vehicle 1 is set to the automatic mode. When this process is started, it is assumed that the automatic guided vehicle 1 is on standby as an initial state.

  First, the CPU 71 compares the command execution pointer 73b of the RAM 73 with the new command pointer 73d, and determines whether or not the storage positions indicated are different (S1). If the determination at S1 is negative (S1: No), the operation waits because there is no operation command to be executed. On the other hand, if the determination in S1 is affirmative (S1: Yes), there is an operation command to be executed, so one operation command indicated by the command execution pointer 73b is acquired from the operation command buffer memory 73a (S2). ).

  Next, the CPU 71 executes one operation command acquired in the process of S2 (S3). In the present embodiment, when an operation command is executed, control corresponding to the operation command (see FIG. 4C) is executed by the control device 70, and the traveling state of the automatic guided vehicle 1 is controlled.

  Next, the CPU 71 determines whether or not the process corresponding to the operation command executed in the process of S3 has been completed in the control device 70 (S4). If the determination in S4 is negative (S4: No), the process waits until the process being executed is completed. On the other hand, if the determination in S4 is affirmative (S4: Yes), the CPU 71 sets (updates) the command execution pointer 73b so that the command execution pointer 73b indicates one operation command to be acquired next (S5). ).

  Next, the CPU 71 determines whether or not all the operation commands stored in the operation command buffer memory 73a have been acquired (S6). If the determination in S6 is affirmative (S6: Yes), the operation command buffer memory 73a. This is a case where all of the operation commands stored in are executed, and as a result, the automatic guided vehicle 1 has finished traveling on the travel route R from the departure point to the arrival point and is on standby. Therefore, in this case, the process returns to S1.

  On the other hand, if the determination in S6 is negative (S6: No), the operation command buffer memory 73a contains an operation command that has not yet been acquired, and the process returns to S2. After returning to the process of S2, the processes of S2 to S6 are repeatedly executed until all the operation commands stored in the operation command buffer memory 73a are executed. As a result, operation commands for traveling on the travel route R from the departure point to the arrival point are sequentially executed by the control device 70 one by one, and finally the automatic guided vehicle 1 travels to the arrival point and stops. And will be waiting.

  Next, an operation command setting process executed by the control device 70 will be described with reference to FIG. FIG. 9 is a flowchart showing the operation command setting process. This process is a process for making various settings so that the automatic guided vehicle 1 travels in accordance with the destination command when the destination command is notified from the host computer, and the operation mode of the automatic guided vehicle 1 is set to the automatic mode. It is executed repeatedly while it is set.

  First, the CPU 71 determines whether or not a destination command notified from the host computer is received (S11). If the determination in S11 is negative (S11: No), the process waits until a destination command is received. On the other hand, when the determination in S11 is affirmative (S11: Yes), the CPU 71 determines whether the automatic guided vehicle 1 is in automatic operation (S12).

  If the determination in S12 is negative (S12: No), the CPU 71 clears the operation command buffer memory 73a in the RAM 73 (S13), and both the command execution pointer 73b and the new command pointer 73d are at the head of the operation command buffer memory 73a. (S14).

  Next, the CPU 71 clears the command buffer memory 73c of the RAM 73 (S15), and stores the destination command (that is, the station C column) received this time in the command buffer memory 73c (S16). Then, the CPU 71 sets the variable i to 0 (S17) and executes an operation command generation process (S18).

  Here, with reference to FIGS. 10 to 12, an operation command generation process executed by the control device 70 will be described. FIG. 10 is a flowchart showing operation command generation processing, and FIGS. 11 and 12 are explanatory diagrams for explaining the flow of operation command setting processing.

  This operation command generation process is a process for generating an operation command sequence corresponding to the destination command stored in the command buffer memory 73c and writing the generated operation command sequence in the operation command buffer memory 73a. As described above, the destination command is composed of the station C row in which the stations C from the station C serving as the departure point to the station C serving as the arrival point are arranged in the traveling order.

  First, the CPU 71 acquires the (i−1) th, ith, and (i + 1) th stations C among the station C columns stored in the command buffer memory 73c (S31). In the command buffer memory 73c, the station C stored at the head is set to 0th, and thereafter, the stations C are stored in the order of 1st, 2nd,... And

  Next, the CPU 71 determines whether the variable i is 0 (S32). If the determination in S32 is affirmative (S32: Yes), the previous position is “not applicable (ie,“ 0 ”). Then, a combination of the stations C whose current position is “i-th station C” and whose next position is “(i + 1) -th station C” is generated (S33).

  Then, the CPU 71 acquires the operation information data number sequence corresponding to the combination generated in the process of S33 from the operation information link table 72a (S34), and the number of each number from the top number of the acquired operation information data number sequence. In order of arrangement, an operation command string corresponding to the number is acquired from the operation command table 72b (S35).

  Next, the CPU 71 writes each operation command sequence acquired in the process of S35 into the operation command buffer memory 73a with the position indicated by the new command pointer 73d as the start position (S36), and the new command pointer 73d is the next operation command. A new command pointer 73d is set (updated) to indicate the position to write the column (S37).

  As described above, when the destination command is received while the automatic guided vehicle 1 is on standby, in the operation command setting process (see FIG. 9), the process of S17 is executed and the variable i is set to 0. Thereafter, the operation command generation process is executed.

  In this case, for example, as shown in FIG. 11A, it is assumed that the station C column “C201 → C202 → C203” is stored in the command buffer memory 73c. Here, when the process of S31 is executed, “C201” is acquired as the 0th station C, and “C202” is acquired as the first station C. The -1st station C, that is, the (i-1) th station C does not exist and is not acquired.

  Next, when the process of S32 is executed, the process branches to S32: Yes, and the process of S33 is executed. Then, a combination of the stations C “0, C201, C202” is generated.

  As described above, in the operation information link table 72a (see FIG. 4A), the operation information “11, 22,..., 31” is associated with the combination of the stations C “0, C201, C202”. A data number column is associated. Therefore, when the process of S34 is executed next, the operation information data number string “11, 22,..., 31” is acquired.

  Next, the process of S35 is executed, and each operation command sequence corresponding to the operation information data number sequence is acquired from the operation command table 72b (see FIG. 4B). For example, if the operation information data number string is “11, 22,..., 31”, first, three operation commands corresponding to “11” are acquired, and then, four operation commands corresponding to “22” are acquired. An operation command is acquired, and thereafter, similarly, an operation command corresponding to each operation information data number is acquired, and finally two operation commands corresponding to “31” are acquired.

  Thereafter, when the process of S36 is executed, each command string acquired in the process of S35 is stored in the operation command buffer memory 73a as shown in FIG. 11B. Further, when the process of S37 is executed, the new command pointer 73d is updated to indicate the next writing position.

  When the process of S37 is completed, the CPU 71 next determines whether or not the i-th station C is the last station C in the station C row stored in the command buffer memory 73c (S38). For example, as shown in FIG. 11A, when three stations C are stored in the command buffer memory 73c, when the variable i is 2, it is determined that the station is the last station C.

  If the determination in S38 is affirmative (S38: Yes), all the operation command sequences corresponding to the station C sequence (destination command) stored in the command buffer memory 73c are stored in the operation command buffer memory 73a. is there. Therefore, in this case, the CPU 71 ends this process and returns to the operation command setting process (see FIG. 9).

  On the other hand, if the determination in S38 is negative (S38: No), 1 is added to the variable i (S39), the process returns to S31, the processes in S31 to S38 are repeated, and the remaining operation command sequence is determined. Are stored in the operation command buffer memory 73a.

  When the determination in S32 is negative (S32: No), the CPU 71 determines whether or not the i-th station C is the last station C in the station C row stored in the command buffer memory 73c ( S40).

  If the determination in S40 is negative (S40: No), the CPU 71 determines that the previous position is “(i−1) th station C”, the current position is “ith station C”, and the next position is “(i + 1). ) Station C ”is generated (S41), and the process proceeds to S34.

  For example, as shown in FIG. 11A, when the station C column “C201 → C202 → C203” is stored in the command buffer memory 73c and the value of the variable i is 1, the process of S31 is executed. Then, the process branches to S32: Yes and S40: No, and the process of S41 is executed.

  As a result, a combination of the stations C “C201, C202, C203” is generated, and then the processes of S34 to S37 are executed. In the processes of S34 to S37, as described above, first, an operation command sequence corresponding to the combination of the stations C “C201, C202, C203” is generated. Then, the generated operation command string is written in the position indicated by the new command pointer 73d in the operation command buffer memory 73a, as shown in FIG. 11C.

  As a result, a newly generated operation command sequence is added to the operation command buffer memory 73a after the already written operation command sequence. Thereafter, the new command pointer 73d is updated to indicate the next writing position.

  On the other hand, when the determination in S40 is affirmative (S40: Yes), the CPU 71 determines that the previous position is “(i−1) th station C”, the current position is “i-th station C”, and the next position is “ A combination of the stations C “not applicable (ie,“ 0 ”)” is generated (S42).

  Then, the overwrite start pointer 73e is set so that the overwrite start pointer 73e indicates the position currently indicated by the new command pointer 73d in the operation command buffer memory 73a (S43), and the process proceeds to S34. .

  For example, as shown in FIG. 11A, when the station C column “C201 → C202 → C203” is stored in the command buffer memory 73c, the station C with i = 2 is the last station C. Become.

  Therefore, in this case, when the value of the variable i becomes 2 and the process of S31 is executed, “C202” is acquired as the first station C, and “C203” is acquired as the second station C. . The third station C, that is, the (i + 1) th station C does not exist and is not acquired.

  Thereafter, the process branches to S32: Yes and S40: Yes, and the process of S42 and the process of S43 are executed. As a result, a combination of the stations C “C202, C203, 0” is generated, and the position where the new command pointer 73d currently indicates is set as indicated by the overwrite start pointer 73e.

  Thereafter, when the processes of S34 to S37 are executed, first, an operation command string corresponding to the combination of the stations C “C202, C203, 0” is generated. Then, the generated operation command string is written in the position indicated by the new command pointer 73d in the operation command buffer memory 73a as shown in FIG. 11 (d).

  As a result, a newly generated operation command sequence is added to the operation command buffer memory 73a after the already written operation command sequence. Thereafter, the new command pointer 73d is updated to indicate the next writing position.

  As described above, in the present embodiment, when the i-th station C is determined to be the last station C in the command buffer memory 73c (S40: Yes), the station C whose next position is “not applicable”. Is generated. Then, in the control device 70, an operation command sequence for stopping the automatic guided vehicle 1 at the last station C and waiting is generated and stored in the operation command buffer memory 73a.

  However, when the next destination command is received during the automatic operation of the automatic guided vehicle 1, the station C as the arrival point is changed, and therefore, among the operation command sequences stored in the operation command buffer memory 73a. The operation command sequence for stopping the automatic guided vehicle 1 becomes unnecessary.

  Therefore, in the present embodiment, among the operation command sequences stored in the operation command buffer memory 73a, an operation command sequence that becomes unnecessary when the next destination command is received, that is, for stopping the automatic guided vehicle 1 is stopped. The top position where the operation command string is stored is stored in the overwrite start pointer 73e. Then, when the destination command is received next, the operation command sequence corresponding to the next destination command is overwritten from the same position as the overwrite start pointer 73e in the operation command buffer memory 73a. Configured to start.

  As a result, even when the destination command is notified in multiple times from the host computer, the operation command sequence for stopping the automatic guided vehicle 1 remains in the operation command buffer memory 73a only for the last notified destination command. . Therefore, it is possible to prevent the automatic guided vehicle 1 from repeatedly stopping and starting until the automatic guided vehicle 1 arrives at the station C, which is the final arrival point, so that the automatic guided vehicle 1 can smoothly run.

  According to the operation command generation process shown in FIG. 10 described above, the operation command sequence for causing the automatic guided vehicle 1 to travel on the travel route R from the station C serving as the departure point to the station C serving as the arrival point is adjacent to the three. It can be obtained from the combination of the stations C and the combination of the two adjacent stations C. Therefore, since the operation command sequence for running the automatic guided vehicle 1 can be acquired by a simple process, the burden on the control device 70 can be reduced.

  Returning to the description of FIG. After the operation command generation process (S18) ends, the process returns to S11. When the determination in S12 is affirmative (S12: Yes), this is a case where a new destination command is received while the automatic guided vehicle 1 is in automatic operation. In this case, the CPU 71 calculates the position of the first station C in the station C column stored in the command buffer memory 73c in the newly received destination command (S19).

  Next, the CPU 71 sets the number calculated in the process of S19 to the variable i (S20), and uses the position where the i-th station C is stored as the start position, so that the newly received destination command (ie, station C Column) is written into the command buffer memory 73c (S21). As a result, the newly received destination command is overwritten from the position where the same station C as the head of the destination command is stored in the command buffer memory 73c.

  Then, the CPU 71 sets the position indicated by the overwriting start pointer 73e as indicated by the new command pointer 73d (S22), and executes the operation command generation process (S18) described above.

  Here, when the operation command generation process is executed, an operation command sequence corresponding to the destination command received this time is generated and added to the operation command buffer memory 73a. Then, after the operation command generation process (S18) ends, the process returns to S11.

  For example, when the automatic guided vehicle 1 is in automatic operation and the station C column “C201 → C202 → C203” is stored in the command buffer memory 73c (see FIG. 11A), “C203 → C204” is stored. ”Is received. In this case, since “C203”, which is the head of the new destination command, is second in the command buffer memory 73c, the process branches to S12: Yes, and is calculated as the second in the process of S19. In the process of S20, 2 is set to the variable i.

  Then, when the process of S21 is executed, the newly received destination command “C203” from the position in the command buffer memory 73c where “C203” that is the same as the head of the newly received destination command is stored. → C204 "is overwritten. As a result, as shown in FIG. 12A, the instruction buffer memory 73c stores a station C column of “C201 → C202 → C203 → C204”.

  Next, when the process of S22 is executed, as shown in FIG. 12A, the position stored in the overwrite start pointer 73e is set so that the new command pointer 73d indicates. As a result, when the operation command generation process (S18) is executed and an operation command sequence corresponding to the newly received destination command is generated, the generated command sequence is stored in the operation command buffer memory 73a. An operation command sequence for stopping the automatic guided vehicle 1 is overwritten and added from the stored position.

  More specifically, when the operation command generation process (S18) is executed, first, each process of S31, S32, and S40 is executed in order with the variable i set to 2. And it branches to S32: No and S40: No, and the process of S41 is performed. As a result, a combination of the stations C “C202, C203, C204” is generated.

  After that, when the processes of S34 to S37 are executed, first, an operation command sequence corresponding to the combination of the stations C “C202, C203, C204” is generated. Then, as shown in FIG. 12B, the generated operation command string is the position indicated by the new command pointer 73d in the operation command buffer memory 73a (ie, the overwriting start pointer 73e in FIG. 12A). Is overwritten from the position indicated by

  Next, the process of S38 is executed. In the example shown in FIG. 12A, since i = 3rd station C becomes the last station C, the process branches to S38: No. Then, the process of S39 is executed, 1 is added to the variable i, and the process returns to S31.

  Next, with the variable i set to 3, the processes of S31, S32, and S40 are executed in order, branching to S32: No and S40: Yes, and the processes of S42 and S43 are executed. Is done. After that, when the processes of S34 to S37 are executed, first, an operation command string corresponding to the combination of the stations C “C203, C204, 0” is generated. Then, the generated operation command string is written in the position indicated by the new command pointer 73d in the operation command buffer memory 73a as shown in FIG.

  As a result, a newly generated operation command sequence is added to the operation command buffer memory 73a after the already written operation command sequence. Thereafter, the new command pointer 73d is updated to indicate the next writing position. In addition, since the process of S43 is also executed, the top position of the operation command string that becomes unnecessary when the next destination command is received in the operation command buffer memory 73a is stored by the overwrite start pointer 73e. .

  According to the operation command setting process shown in FIG. 9 described above, when the destination command is notified from the host computer, various settings can be performed so that the automatic guided vehicle 1 travels according to the destination command.

  As described above, in this embodiment, every time a destination command is notified from the host computer to the automatic guided vehicle 1, the route C from the station C serving as the departure point to the station C serving as the arrival point is displayed. An example in which the stations C arranged in a row are notified in units of three is described. However, even when all the stations C arranged on the travel route R from the station C serving as the departure point to the station C serving as the arrival point are notified (or four or more) in one destination instruction notification, The present invention can be applied.

  According to the operation command process shown in FIG. 9 and the operation command generation process shown in FIG. 10 described above, even when three or more stations C are notified by one destination instruction, the notified destination instruction is A corresponding operation command sequence can be generated. Here, a process executed by the operation command generation process when three or more stations C are notified by one destination command will be described. First, a case will be described in which three or more stations C are notified by one destination command while the automatic guided vehicle 1 is on standby.

  For example, while the automatic guided vehicle 1 is on standby, a destination command “C201 → C202 → C203 → C204 → C205” is received by the control device 70. As a result, “C201 → C202 → C203 →” from the top of the command buffer memory 73c. Assume that the station C column “C204 → C205” is stored in order (see S11 to S16 in FIG. 9). Then, the variable i is set to 0 (see S17 in FIG. 9), and then an operation command generation process (S18 in FIG. 9) is executed.

  Here, when the operation command generation process is executed, since i = 0, a combination of station C “0 → C201 → C202” is generated, and an operation command sequence corresponding to the generated combination is generated. Then, the generated operation command sequence is written in the position indicated by the new command pointer 73d in the operation command buffer memory 73a, and then the new command pointer 73d is updated to indicate the next writing position.

  Similarly, in the case of i = 1, the combination of the station C “C201 → C202 → C203”, and in the case of i = 2, the combination of the station C “C202 → C203 → C204” is i = In the case of 3, the station C combination “C203 → C204 → C205” is generated, and in the case of i = 4, the station C combination “C204 → C205 → 0” is generated.

  Then, for each combination of the generated stations C, an operation command sequence corresponding to the station C is generated, and the generated operation command sequence is in the position indicated by the new command pointer 73d in the operation command buffer memory 73a. Written. Further, each time the generated operation command string is written into the operation command buffer memory 73a, the new command pointer 73d is updated to indicate the next writing position. As a result, the operation command buffer memory 73a stores an operation command sequence corresponding to the destination command “C201 → C202 → C203 → C204 → C205”.

  Next, a case where a new destination command is notified from the host computer while the automatic guided vehicle 1 is in automatic operation, and three or more stations C are notified in the new destination command will be described.

  For example, when the automatic guided vehicle 1 is in an automatic operation and the station C column “C201 → C202 → C203 → C204 → C205” is stored in the command buffer memory 73c, “C205 → C206 → C207 → C208” is stored. Suppose that a new destination command “→ C209” is received. In this case, since “C205”, which is the head of the new destination command, is positioned fourth in the command buffer memory 73c, 4 is set to the variable i (see S19 and S20 in FIG. 9).

  The destination command “C205 → C206 → C207 → C208 → C209” is newly received from the position where “C205”, which is the same as the head of the newly received destination command, is stored in the command buffer memory 73c. "Is overwritten (see S21 in FIG. 9). As a result, the station C column of “C201 → C202 → C203 → C204 → C205 → C206 → C207 → C208 → C209” is stored in the command buffer memory 73c.

  Thereafter, when the position stored in the overwrite start pointer 73e is set as indicated by the new command pointer 73d (see S22 in FIG. 9), an operation command generation process (S18 in FIG. 9) is executed.

  Here, when the operation command generation processing is executed, since i = 4, a combination of the stations C “C204 → C205 → C206” is generated, and an operation command sequence corresponding to the generated combination is generated. The generated operation command string is written in the position indicated by the new command pointer 73d in the operation command buffer memory 73a. As a result, the generated operation command sequence is overwritten and added from the position where the operation command sequence for stopping the automatic guided vehicle 1 at the station C205 is stored in the operation command buffer memory 73a. Thereafter, the new command pointer 73d is updated to indicate the next writing position.

  When i = 5, the combination of station C “C205 → C206 → C207” is set. When i = 6, the combination of station C “C206 → C207 → C208” is set to i = 7. In this case, a combination of stations C “C207 → C208 → C209” is generated, and when i = 8, a combination of stations C “C208 → C209 → 0” is generated.

  Then, for each combination of the generated stations C, an operation command sequence corresponding to the station C is generated, and the generated operation command sequence is in the position indicated by the new command pointer 73d in the operation command buffer memory 73a. Written. Further, each time the generated operation command string is written into the operation command buffer memory 73a, the new command pointer 73d is updated to indicate the next writing position.

  As a result, an operation command sequence corresponding to the destination command “C205 → C206 → C207 → C208 → C208” is added to the operation command buffer memory 73a. More specifically, the operation command buffer memory 73a is added with an operation command sequence for allowing the automatic guided vehicle 1 to pass through the station C205 without stopping, and then stopping the automatic guided vehicle 1 at the station C208.

  As described above, according to the operation command process shown in FIG. 9 and the operation command generation process shown in FIG. 10 described above, even when three or more stations C are notified by a single destination command, unmanned An operation command sequence for causing the transport vehicle 1 to travel can be generated.

  Next, a steering angle automatic setting process executed by the control device 70 will be described with reference to FIG. FIG. 13 is a flowchart showing the steering angle automatic setting process. In this process, the steering angles θ1 to θ12 of the axles 6a and the traveling speeds V1 to V12 of the wheels 6b provided in the traveling devices 5a to 5l are set so that the automatic guided vehicle 1 travels on the magnetic guide G. This is a process for setting, and is repeatedly executed while the operation mode of the automatic guided vehicle 1 is set to the automatic mode.

  First, the CPU 71 determines whether the automatic guided vehicle 1 is traveling (S51). When the determination in S51 is negative (S51: No), the process waits until the automatic guided vehicle 1 is traveling. On the other hand, if the determination in S51 is affirmative (S51: Yes), the CPU 71 acquires the reference travel speed V from the reference travel speed memory 73g of the RAM 73 (S52), and the currently set operation mode type is What this is is determined (S53).

  As a result of the determination in S53, when the right scanning mode is determined (S53: right scanning mode), the CPU 71 sets each magnetic device provided in each of the traveling devices 5b and 5l in the rightmost front row and the rightmost last row of the automatic guided vehicle 1. The detection result of the magnetic guide G is acquired from the guide detection sensors 79b and 79d (S54).

  Next, the CPU 71 detects the deviation (lateral deviation) between the magnetic guide detection sensors 79b and 79d and the magnetic guide G for each of the traveling devices 5b and 5l in the rightmost front row and the rightmost last row obtained in the process of S54. Calculation is made based on the result (S55). Then, the process proceeds to S58.

  On the other hand, if the left scanning mode is determined as a result of the determination in S53 (S53: left scanning mode), the CPU 71 is provided in each of the traveling devices 5a and 5k in the leftmost front row and the leftmost last row of the automatic guided vehicle 1. The detection result of the magnetic guide G is acquired from each magnetic guide detection sensor 79a, 79c (S56).

  Next, the CPU 71 detects the deviation (lateral deviation) between the magnetic guide detection sensors 79a and 79c and the magnetic guide G for each of the traveling devices 5a and 5k in the left front row and the left final row obtained in the process of S56. Based on the result (S57). Then, the process proceeds to S58.

  In the process of S58, the CPU 71 calculates two reference steering angles (a front steering angle θf and a rear steering angle θb) that reduce the deviation calculated in the process of S55 or S57 (S58). If the process of S55 is executed, the steering angle of the traveling device 5b when the automatic guided vehicle 1 is traveled so that the magnetic guide G fits in the center of the detection part of the magnetic guide detection sensor 79b is Calculated as the front steering angle θf. In addition, the steering angle of the traveling device 5l when the automatic guided vehicle 1 is traveling is calculated as the rear steering angle θb so that the magnetic guide G fits in the center of the detection unit of the magnetic guide detection sensor 79d.

  On the other hand, if the process of S57 is executed, the steering angle of the traveling device 5a when the automatic guided vehicle 1 is traveled so that the magnetic guide G fits in the center of the detection unit of the magnetic guide detection sensor 79a, Calculated as the front steering angle θf. In addition, the steering angle of the traveling device 5k when the automatic guided vehicle 1 is traveling is calculated as the rear steering angle θb so that the magnetic guide G fits in the center of the detection unit of the magnetic guide detection sensor 79c.

  When the front side steering angle θf and the rear side steering angle θb are calculated in the process of S58, the front side steering angle θf is stored in the front side steering angle memory 73f1, and the rear side steering angle θb is stored in the rear side steering angle memory 73f2. .

  Note that, as described above, the front steering angle θf and the rear steering angle θb calculated here are reference steering angles for the control device 70 to refer to the steering angle setting table 72c, and thus the traveling devices 5a and 5b. , 5k, 5l does not necessarily coincide with the steering angle set.

  Next, the CPU 71 uses the two reference steering angles (front steering angle θf and rear steering angle θb) calculated in the process of S58 to control the steering angles θ1 to θ12 corresponding to the traveling devices 5a to 5l. And traveling speed ratio Va1-Va12 is acquired from the steering angle setting table 72c (S59).

  If the front steering angle θf calculated in the process of S58 is a positive angle, the steering angles θ1 to θ12 corresponding to the calculated front steering angle θf and the rear steering angle θb, and the traveling speeds as they are. The ratios Va1 to Va12 are acquired from the steering angle setting table 72c.

  On the other hand, if the front steering angle θf is a negative angle, the front steering angle θf and the rear steering angle θb are each multiplied by −1 to make the sign of the front steering angle θf positive. Then, the steering angles θ1 to θ12 and the traveling speed ratios Va1 to Va12 corresponding to the front steering angle θf and the rear steering angle θb multiplied by −1 are acquired from the steering angle setting table 72c. And about each acquired steering angle (theta) 1-theta12, respectively, -1 is multiplied, and the value obtained as a result is exchanged right and left for each row unit of traveling devices 5a-5l in automatic guided vehicle 1. The values obtained as a result are regarded as final steering angles θ1 to θ12. In addition, the travel speed ratios Va1 to Va12 are simply switched left and right in units of each row of the travel devices 5a to 5l. And let the value obtained as a result be final travel speed ratio Va1-Va12.

  Then, the CPU 71 calculates the traveling speeds V1 to V12 of the traveling devices 5a to 5l from the reference traveling speed V acquired in the process of S52 and the traveling speed ratios Va1 to Va12 acquired in the process of S59 (S60). .

  Next, the CPU 71 sets the steering angles θ1 to θ12 acquired in the process of S59 and sets the travel speeds V1 to V12 calculated in the process of S60 for each of the travel devices 5a to 5l (S61). More specifically, the steering angles θ1 to θ12 of the axles 6a of the traveling devices 5a to 5l are set to the steering angles θ1 to θ12 acquired in the process of S59, and the wheels 6b of the traveling devices 5a to 5l. The rotational speed of each axle 6a is set so that the travel speed becomes the travel speeds V1 to V12 calculated in the process of S60.

  According to the steering angle automatic setting process shown in FIG. 13 described above, when the steering angles θ1 to θ12 are set for the axles 6a of the traveling devices 5a to 5l, each steering is performed using the calculation formula for each axle 6a. Since it is not necessary to calculate the angles θ1 to θ12, the burden on the CPU 71 can be reduced. Therefore, since the setting of each steering angle θ1 to θ12 can be executed in a short cycle, the unmanned transport vehicle 1 can smoothly travel on the travel route R.

  For example, with respect to the present embodiment, a calculation formula for calculating each steering angle θ1 to θ12 is prepared in advance for each axle 6a, and the steering angles θ1 to θ12 of the axle 6a of each traveling device 5a to 5l. It is also conceivable that each of the steering angles θ1 to θ12 is calculated individually using these calculation formulas when setting (correcting).

  However, in order for the automatic guided vehicle 1 to smoothly travel on the travel route R, the steering angles θ1 to θ12 of the respective axles 6a need to be set (corrected) in a shorter cycle. If each steering angle θ1 to θ12 is calculated separately, the setting (correction) may not be executed in a short cycle.

  That is, when the number of traveling devices 5 provided in the automatic guided vehicle 1 is small, such as a small vehicle, even if the steering angle θ is calculated using a calculation formula, the calculated steering is calculated. Since the number of angles θ is small, the amount of calculation is small and the calculation time is short. Therefore, the burden on the CPU 71 is small. However, when the number of the traveling devices 5a to 5l is large as in the present embodiment, the number of steering angles θ1 to θ12 calculated by the calculation formula is large, so that the amount of calculation increases and the calculation time also increases. Therefore, a large burden is imposed on the CPU 71.

  Accordingly, when the number of the traveling devices 5a to 5l is large, if the cycle for setting (correcting) the steering angles θ1 to θ12 of the axles 6a is shortened, the calculation cannot be completed within the cycle and a control delay occurs. There is a risk. On the other hand, if the period is lengthened, control delay does not occur, but the unmanned transport vehicle 1 cannot be smoothly traveled on the travel route R. Although it may be possible to shorten the calculation time by installing a CPU with high calculation capability, this is not practical because the cost increases. In addition, a CPU having a high computing capacity has an excessive performance other than at the time of computation, so that the performance is wasted.

  On the other hand, in this embodiment, when the steering angles θ1 to θ12 are set for the traveling devices 5a to 5l, the steering angles θ1 to θ12 are acquired from the steering angle setting table 72c. Therefore, since the amount of calculation can be reduced as compared with the case where the steering angles θ1 to θ12 are calculated by the calculation formula, the burden on the CPU 71 can be reduced and the calculation time of the CPU 71 can be shortened. Therefore, even when the number of the traveling devices 5a to 5l is large as in the present embodiment, the burden on the CPU 71 is not increased and the calculation time is not increased. Therefore, the setting of each steering angle θ1 to θ12 can be executed in a short cycle, and the unmanned transport vehicle 1 can smoothly travel on the travel route R.

  Even when the number of the traveling devices 5a to 5l is large, the burden on the CPU 71 does not increase. Therefore, even if the CPU 71 does not have a high calculation capability, the steering angles θ1 to θ12 can be set without causing a control delay. It can be executed in a short cycle. Therefore, a general-purpose CPU can be used as the CPU 71, and costs can be suppressed. As described above, the present invention is particularly suitable when the number of the traveling devices 5a to 5l is large.

  In the present embodiment, in addition to the steering angles θ1 to θ12, the travel speed ratios Va1 to V12 are also set in advance in the steering angle setting table 72, respectively. Thus, when calculating the traveling speeds V1 to V12, only a simple calculation of multiplying the respective traveling speed ratios Va1 to Va12 by the reference traveling speed V, which is the traveling speed that the automatic guided vehicle 1 should target. Thus, the traveling speeds V1 to V12 can be calculated. For this reason, the burden on the CPU 71 does not increase and the calculation time does not increase.

  Therefore, calculation formulas for calculating the respective traveling speeds V1 to V12 are prepared in advance for the respective axles 6a, and when the respective traveling speeds V1 to V12 are set, the respective traveling speeds are calculated by using those calculating formulas. Compared to the case where V1 to V12 are calculated one by one, the burden on the CPU 71 can be reduced. Therefore, similarly to the case where the steering angles θ1 to θ12 are set, even when the number of the travel devices 5a to 5l is large, the travel speeds V1 to V12 can be set in a short cycle, and the travel route R Can be smoothly driven by the automated guided vehicle 1. Further, a general-purpose CPU can be used as the CPU 71, and costs can be suppressed. Therefore, the present invention is particularly suitable when the number of the traveling devices 5a to 5l is large.

  Even when the number of each traveling device 5 is larger than that in the present embodiment, when the steering angle θ and the traveling speed V are set for each traveling device 5, if configured similarly to the present embodiment, As in the present embodiment, the load on the CPU 71 can be reduced, and the calculation time of the CPU 71 can be shortened. Therefore, the setting of the steering angle θ of each axle 6a and the traveling speed V of each wheel 6b can be executed in a short cycle, and the unmanned transport vehicle 1 can smoothly travel on the traveling route R. Further, a general-purpose CPU can be used as the CPU 71, and costs can be suppressed.

  Further, according to the steering angle automatic setting process described above, when the operation mode of the automatic guided vehicle 1 is the right scanning mode, the automatic guide is set so that the magnetic guide G is placed in the center of the detection units of the magnetic guide detection sensors 79b and 79d. The traveling direction of the vehicle 1 is controlled. As a result, the axles 6a provided in the right frontmost row and right last row travel devices 5b and 5l are controlled so as to always exist on the travel route R. Similarly, when the operation mode of the automated guided vehicle 1 is the left scanning mode, the axles 6a provided in the traveling devices 5a and 5k in the leftmost front row and the leftmost last row are always on the traveling route R. Controlled to exist.

  Therefore, when the travel route R is curved or refracted, even if the unmanned transport vehicle 1 passes there, both the front and rear periphery of the unmanned transport vehicle 1 exist on the travel route R. Of the front and rear surfaces of the automated guided vehicle 1, it is possible to prevent the surface on the opposite side to the traveling direction from moving out of the travel route R, and the surface on the opposite side to the traveling direction from swinging left and right. Therefore, the safety for a pedestrian or the like traveling around the travel route R can be improved.

  In the present embodiment, the steering angle setting table 72c is configured based on two reference steering angles, that is, the front steering angle θf and the rear steering angle θb. The steering angle setting table 72c may be configured by providing three or more reference steering angles and setting the steering angles θ1 to θ12 of each axle 6a of the automatic guided vehicle 1.

  As described above, the present invention has been described based on the embodiment, but the present invention is not limited to the above embodiment, and various modifications and changes can be easily made without departing from the gist of the present invention. It can be guessed.

  For example, the specific numerical values given in the above embodiment are merely examples, and other numerical values can naturally be adopted.

  Further, in the above embodiment, the steering angle of the traveling devices 5a and 5b when the automatic guided vehicle 1 is driven so that the magnetic guide G is accommodated in the center of the detection units of the magnetic guide detection sensors 79a to 79d is the front steering angle θf. The steering angle of the traveling devices 5k and 5l is the rear steering angle θb. However, as long as it is possible to run the automatic guided vehicle 1 so that the magnetic guide G fits in the center of the detection units of the magnetic guide detection sensors 79a to 79d, the steering angle of which traveling device 5a to 5l is set to the front side steering. The angle θf or the rear steering angle θb may be used.

  Moreover, in the said embodiment, although the magnetic guide detection sensors 79a-79d are installed in the travel apparatuses 5a, 5b, 5k, 5l, if it is a place where the magnetic guide G can be detected, anywhere in the automatic guided vehicle 1 May be installed. Also in this case, as long as the automatic guided vehicle 1 can be traveled so that the magnetic guide G fits in the center of the detection part of the magnetic guide detection sensors 79a to 79d, the steering angle of any travel device 5a to 5l. May be the front steering angle θf or the rear steering angle θb.

  In addition, the steering angle setting table 72c of the above embodiment includes steering angles θ1 to θ12 with respect to the front steering angle θf and the rear steering angle θb calculated based on the detection results of the magnetic guide detection sensors 79a to 79d. Although it is a table in which the travel speed ratios Va1 to Va12 are associated with each other, as a table in which the steering angles θ1 to θ12 and the travel speed ratios Va1 to Va12 are associated with the detection results of the magnetic guide detection sensors 79a to 79d. Also good. Thus, when the steering angle setting table 72c is used in the control device 70, the steering angles θ1 to θ12 and the traveling speed ratios Va1 to Va12 can be acquired using the detection results themselves of the magnetic guide detection sensors 79a to 79d. This saves the trouble of calculating the front steering angle θf and the rear steering angle θb. Therefore, the burden placed on the control device 70 can be reduced.

  In the above embodiment, the steering angle setting table 72c is created based on the two steering angles θf and θb of the front steering angle θf and the rear steering angle θb. However, the front steering angle θf and the rear steering angle are generated. The steering angle setting table 72c may be created on the basis of one of θb and the turning radius R of the automatic guided vehicle 1. In this case, a range (for example, 5 to 20 m) of the turning radius R is determined in advance, the turning radius R is set for each predetermined pitch (for example, 0.2 m unit), and the steering angle θf, A table 72c is created in which one of θb and the turning radius R are combined without omission.

  In the steering angle setting table 72c of the above embodiment, the traveling speed ratios Va1 to Va12 with respect to the reference traveling speed V are stored for each of the front side steering angle θf and the rear side steering angle θb, but the traveling speed ratios Va1 to Va12 are stored. Instead of this, the traveling speeds V1 to V12 corresponding to the reference traveling speed V may be stored.

  Moreover, in the said embodiment, although it is comprised so that the station C may be notified by 3 units | sets by one destination command with respect to the automatic guided vehicle 1 from a high-order process computer, by one destination command, Even when an arbitrary number of stations C are notified or even when the number of notified stations C changes for each destination command, the present invention can naturally be applied.

  In the above embodiment, the automatic driving process (see FIG. 8), the operation command setting process (see FIG. 9), and the steering angle automatic setting process (see FIG. 13) are repeatedly executed. You may comprise so that each process may be performed regularly (for example, every 5 ms).

Moreover, although the said embodiment demonstrated the form which applied this invention to the unmanned conveyance vehicle 1, if it is a conveyance vehicle comprised so that steering might be controlled based on a destination command irrespective of manned unmanned, this invention. Can be applied.
<Others>
<Means>
The steering control device according to the technical idea 1 controls each steering angle of the plurality of axles for each axle so that a transport vehicle having a plurality of axles travels along a travel route. Control angle calculating means for calculating a control angle for controlling the traveling direction of the transport vehicle, and each steering of the plurality of axles for propelling the transport vehicle in a direction according to the control angle calculated by the control angle calculation stage Steering angle storage means for storing the angle for each control angle in advance, and each steering angle of the plurality of axles corresponding to the control angle calculated by the control angle calculation means is acquired from the steering angle storage means. Steering angle acquisition means, and steering angle setting means for setting each steering angle of the plurality of axles acquired by the steering angle acquisition means for the plurality of axles.
The steering control device described in the technical idea 2 is the steering control device described in the technical idea 1, in which a target speed acquisition unit that acquires a target travel speed of the transport vehicle and a travel speed ratio with respect to the target travel speed, Travel speed ratio storage means for storing each travel speed ratio of the plurality of axles determined according to each steering angle of the plurality of axles in advance for each control angle, and the control angle from the travel speed ratio storage means Travel speed ratio acquisition means for acquiring each travel speed ratio of the plurality of axles corresponding to the control angle calculated by the calculation means, each travel speed ratio acquired by the travel speed ratio acquisition means, and the target speed acquisition Travel speed calculation means for calculating the travel speeds of the plurality of axles based on the target travel speed obtained by the means, and the travel speeds of the plurality of axles calculated by the travel speed calculation means. The, and a traveling speed setting means for setting to the plurality of axles.
The steering control device described in the technical idea 3 is the steering control device described in the technical idea 1 or 2, in which the positions of two axles disposed on the front side and the rear side of the transport vehicle among the plurality of axles. Position detecting means for detecting a position deviation with respect to the travel route, and the control angle calculating means calculates a control angle for reducing the position deviation detected by the position detecting means as the conveyance vehicle advances. It is.

<Effect>
According to the steering control device described in the technical idea 1, for each control angle for controlling the traveling direction of the transport vehicle, each steering angle of the plurality of axles that advance the transport vehicle in a direction according to the control angle is determined in advance. Stored in the steering angle storage means. Then, when the control angle is calculated by the control angle calculation means, the respective steering angles of the plurality of axles corresponding to the control angle are acquired from the steering angle storage means by the steering angle acquisition means, and the acquired plurality of axles These steering angles are set by the steering angle setting means for a plurality of axles. Therefore, when setting the steering angle for a plurality of axles, it is not necessary to calculate the steering angle for each axle of the plurality of axles by a calculation formula or the like. Since it suffices to obtain it from the storage means, each steering angle can be obtained in a short time. Therefore, even when a large number of axles are provided on the transport vehicle, the steering angles set for the many axles can be obtained in a short time, so that the steering angles can be set for many axles at short time intervals. Therefore, there is an effect that the transport vehicle can smoothly travel along the travel route.
According to the steering control device described in the technical idea 2, in addition to the effects exhibited by the steering control device described in the technical idea 1, the following effects can be obtained. That is, the traveling speed ratio of the plurality of axles, which is the traveling speed ratio with respect to the target traveling speed of the transport vehicle and determined according to the respective steering angles of the plurality of axles, is stored in advance in the traveling speed ratio storage unit for each control angle. The Then, the target travel speed of the transport vehicle is acquired by the target speed acquisition means, and the respective travel speed ratios of the plurality of axles corresponding to the control angles calculated by the control angle calculation means are acquired from the travel speed ratio storage means. When acquired by the means, the respective traveling speeds of the plurality of axles are calculated by the traveling speed calculating means based on the respective traveling speed ratios and the target traveling speed. Then, the calculated traveling speeds of the plurality of axles are set by the traveling speed setting means for the plurality of axles. Therefore, once the control angle is determined, it is possible to acquire the respective travel speed ratios of the plurality of axles corresponding to the control angle, and simply calculate by multiplying each acquired travel speed ratio by the target travel speed. Each traveling speed set for a plurality of axles can be calculated. Accordingly, even when a large number of axles are provided on the transport vehicle, the traveling speeds set for the large number of axles can be obtained in a short time, so that the traveling speeds can be set for a large number of axles at short time intervals. Therefore, since it is possible to prevent the traveling speed from being balanced between a large number of axles, there is an effect that the transport vehicle can be driven more smoothly.
According to the steering control device described in the technical idea 3, in addition to the effects exhibited by the steering control device described in the technical idea 1 or 2, the following effects can be obtained. That is, the position deviation between the position of the two axles arranged on the front side and the rear side and the travel route is detected by the position detection means, and the control angle calculation means detects the position deviation detected by the position detection means. A control angle to be reduced as the process proceeds is calculated. As a result, the steering angles of the plurality of axles corresponding to the calculated control angles are acquired by the steering angle acquisition means, and the acquired steering angles are set for the plurality of axles by the steering angle setting means. . Therefore, the traveling vehicle travels so that the positions of the two axles arranged on the front side and the rear side of the transportation vehicle are not shifted from each other with respect to the traveling route, that is, continue to exist on the traveling route. You can set the direction. Therefore, even when the travel route is curved or refracted, it is possible to prevent the front side and the rear side of the transport vehicle from being deviated from the travel route. There is an effect that can be improved.

1 Automated guided vehicle (transported vehicle)
3 Chassis 6a Axle 70 Control device (steering control device)
72c Steering angle setting table (steering angle storage means, travel speed ratio storage means)
79a to 79d Magnetic guide detection sensor (detection means)
S52 target speed acquisition means S56, S57 first deviation calculation means, second deviation calculation means S58 first steering angle calculation means, second steering angle calculation means S59 control angle acquisition means, travel speed ratio acquisition means S60 travel speed calculation means S61 Steering angle control means, traveling speed control means G Magnetic guide (derivative)
R Travel route

Claims (3)

A chassis, three or more axles provided in the longitudinal direction of the chassis, and one of the three or more axles, each of which is provided on at least a first axle and a second axle and detects a derivative laid on a travel route 2 The steering angle of each of the three or more axles is controlled for each of the axles so that the transporting vehicle travels along the travel path based on the detection signal of the detecting means for the transporting vehicle provided with the above detecting means. A steering control device,
First deviation calculating means for calculating a first deviation indicating a positional deviation between the detecting means and the travel route based on a detection signal of the detecting means provided on the first axle;
First steering angle calculating means for calculating a first steering angle of the first axle for reducing the first deviation according to the first deviation calculated by the first deviation calculating means;
A second deviation calculating means for calculating a second deviation indicating a positional deviation between the detecting means and the travel route based on a detection result of the detecting means provided on the second axle;
Second steering angle calculating means for calculating a second steering angle of the second axle for reducing the second deviation according to the second deviation calculated by the second deviation calculating means;
In association with the second steering angle calculated by the first steering angle and the second steering angle calculating means is calculated by the first steering angle calculating means, each steering angle of the axle, which is calculated in advance constants Steering angle storage means for storing
When the first steering angle is calculated by the first steering angle calculation means and the second steering angle is calculated by the second steering angle calculation means, the steering is associated with the first steering angle and the second steering angle. a steering angle acquisition unit that acquires the steering angle of the axle, which is stored in the angular storage means,
A steering control device comprising: steering angle control means for controlling each of the axles at each steering angle of the axle acquired by the steering angle acquisition means. Target speed acquisition means for acquiring the target travel speed of the transport vehicle;
A travel speed ratio to said target running speed, each speed ratio of the axles determined according to the steering angle of the wheel shaft, in association with each steering angle of the axle to be stored in the steering angle storage means A traveling speed ratio storing means for storing a constant calculated in advance;
Wherein when the steering angle acquisition unit acquires the steering angle of the axle, the traveling speed ratio acquisition for acquiring the traveling speed ratios stored in the traveling speed ratio storage means put the steering angle and the correspondence between such axle Means,
Travel speed calculation means for calculating each travel speed of the axle based on each travel speed ratio acquired by the travel speed ratio acquisition means and the target travel speed acquired by the target speed acquisition means;
The steering control device according to claim 1, further comprising a travel speed control means for controlling each of the axles at each travel speed calculated by the travel speed calculation means.   The steering control device according to claim 1 or 2, wherein the first axle is provided on one end side in the longitudinal direction of the chassis, and the second axle is provided on the other end side in the longitudinal direction of the chassis.

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