JPH0443412A - Intermittent driving control system for rotation of high torque output system - Google Patents

Abstract

PURPOSE:To execute highly precise and instantaneous intermittent driving by providing a clutch control circuit which alternately turns on/off first and second control clutch mechanisms. CONSTITUTION:A rotary driving source 1 is connected to an input shaft 3 and an output shaft 5 is rotated to one side until the output shaft 5 reaches a first deceleration position after it starts rotating. When it reaches the first deceleration position, a main clutch mechanism 2a it turned off and the rotary driving source 1 is detached from the input shaft 3. Then, the first control clutch mechanism 2b and the second control clutch mechanism 2c are set to an on-state and braking is started. The braking is continued until the output shaft 5 reaches a second deceleration position. When the rotational speed of the output shaft 5 drops less than a prescribed value, the rotary driving source 1 is connected to the input shaft 3 and the braking release which is to turn off the second control clutch mechanism 2c is intermittently executed at the same time so as to prevent the sudden drop of rotary output. Thus, high rotary output torque can be obtained and speed and highly precise intermittent driving control can be executed.

Description

[Detailed Description of the Invention] [Field of Application of M Soil Collection] The present invention provides high torque output while keeping the rotary drive source continuously rotating in the same direction, as well as instantaneous forward and reverse rotation with high precision. This invention relates to a high torque output type rotational intermittent drive control system with a novel configuration capable of intermittent drive.

[Prior Art] The present applicant previously disclosed in Japanese Unexamined Patent Publication No. 63-195462 an intermittent drive control system in which a control circuit is combined with an intermittent drive mechanism connected to a continuously rotating drive source such as a motor. However, the intermittent drive mechanism of the control system according to this proposal uses a motor as the drive source, and a single control clutch is disposed on the main shaft whose speed is transmitted via the main clutch. A reversing gear mechanism is interposed in the reversing gear mechanism, and a 31-inch inversely proportional action cam mechanism is attached to the reversing gear mechanism, which can be interlocked with the main shaft by engagement of each of a set of control clutches and rotate in opposite directions to each other by the reversing gear mechanism. In order to mechanically stop the rotation of these one set of cam mechanisms, a size setting mechanism is attached to which a corresponding claw is fixed.

By the way, in such an intermittent drive mechanism, the main shaft is intermittently driven and stopped by the intermittent control of a set of control clutches and the control of a cam mechanism while the drive motor continues to rotate. In addition to being able to obtain high-torque rotational output that was previously thought to be impossible, it is also capable of intermittent and stop drive with high precision like a small servo motor, so it has applications in a wide range of fields as a mechatronic control device that was not available before. It was expected.

[Problems to be Solved by the Invention] However, since the intermittent drive mechanism according to the above proposal is configured to stop using a pawl provided corresponding to the cam mechanism as a stopper, the reliability of control is also affected by the pawl. In addition to being dependent on mechanical strength, the output shaft also rotates in one direction and cannot be reversed, so its use is limited to intermittent drive in one direction.

For this reason, the development of an intermittent rotation control system that is mechanically robust and capable of intermittent drive in the reverse direction with high precision has been awaited.

Therefore, in the previous application, the present inventor provided an intermittent rotation control mechanism that is not only mechanically robust but also capable of instantaneously performing forward and reverse intermittent drive with high precision while keeping the rotary drive source rotating in one direction. However, the method of the present invention is an intermittent drive control system configured by combining the intermittent rotational drive control mechanism according to the prior application with a control circuit, that is, an intermittent drive control system that can obtain high rotational output torque, and is quick and accurate. The purpose of this study is to propose a new intermittent rotation control system.

[Means for Solving the Problems] In order to achieve the above object, the system of the present invention proposed in claim 1 includes: an input shaft connected via a main clutch mechanism to a rotational drive source that outputs rotational force; The first input shaft is connected to this input shaft. The first and second control clutches are connected oppositely to each other via a second control clutch mechanism. a rotational intermittent drive control mechanism comprising a second gear mechanism, an output shaft connected to a third gear mechanism meshed with each of the eleventh second gear mechanisms; and a control target position of the output shaft. a control position setting means for setting a first deceleration position and a second deceleration position; and a rotation speed detector for detecting the rotation speed of the output shaft.
A rotational speed determination means having a speed level determination circuit that determines the speed and signal level output from the rotational speed detector and outputs a brake release signal when the speed signal decreases to a predetermined level, and the output shaft. a pulse generating means that outputs a pulse signal as the output shaft rotates; a rotation angle detecting means that includes a counter circuit unit that counts the pulse signal from the pulse generating means; and a direction determining circuit that determines the rotational direction of the output shaft; a deflection discrimination circuit for discriminating a deflection range that fluctuates around the control target position of the output shaft; a forward and reverse command signal; A second deceleration position arrival signal, a brake release signal from the rotational speed determining means, and a direction determining signal from the direction determining circuit are input, and the first
The main clutch mechanism and the first clutch mechanism until the deceleration position is reached. After selectively turning on one of the second control clutch mechanisms and reaching the first deceleration position, the first control clutch mechanism is turned on. Second
While braking is performed by simultaneously turning on the control clutch mechanism of
After the motion is released and the second deceleration position is reached, the first. Second
The clutch mechanism is characterized by being equipped with a clutch control circuit that alternately turns on and off the control clutch mechanism.

Further, in the intermittent rotation drive control system proposed in claim 2, a brake mechanism is provided on the output shaft, and
The structure includes an additional brake control circuit that controls this brake mechanism.

Furthermore, in the rotational intermittent drive control system proposed in claim 3, the clutch mechanism is provided with a heat detection sensor that detects the frictional heat generated during its operation, and this heat detection sensor reduces the frictional heat of the brake mechanism to a predetermined temperature. It has a safe structure that immediately stops the rotational drive source when it is heated to a certain temperature.

[Operation] According to the high torque output type intermittent drive control system of the present invention, the output shaft can be quickly stopped at the control target position with high accuracy based on the following principle.

After the output shaft starts rotating, a rotary drive source is connected to the input shaft to rotate the output shaft in one direction until the output shaft reaches the first deceleration position.When the output shaft reaches the first deceleration position, the main The clutch mechanism is turned off, the rotational drive source is disconnected from the input shaft, and the first control clutch mechanism and the second control clutch mechanism are turned on to start braking.

This braking is performed until the output shaft reaches the second deceleration position, and if the rotational speed of the output shaft decreases below a certain value during the braking period, the rotary drive source is connected to the input shaft, and at the same time the second The brake is released intermittently by turning off the control clutch mechanism to prevent a sudden drop in rotational output (
Bumping braking).

In this way, while the rotational speed of the output shaft is gradually decreasing, when the second deceleration position is reached, the rotational speed of the output shaft is maintained in a state separated from the input shaft, and the rotational speed of the output shaft is reduced. Second
The output shaft is vibrated in the forward and reverse directions around the control target position by alternately turning it on and off while the control clutch is slipped, and the output shaft is stopped at the control target position.

1000 to 1021 in FIG. 7 are flowcharts illustrating the forward and reverse rotation control operations in the control system of the present invention, and l indicates the rotational angular position of the output shaft,
IA indicates the first deceleration position, and IB indicates the second deceleration position.

In such a control system of the present invention, after the rotational speed of the output shaft gradually decreases and reaches the second deceleration position, when the output shaft passes the control target position, a force in the opposite direction is applied to the output shaft to reverse the rotational speed. Since the deviation of the output shaft from the control target position is compensated for by repeating the same control thereafter, the rotation speed of the output shaft is forced to vibrate as it gradually decreases. Similar to the control of a servo motor, the motor can be stopped at a position close to the control target position with high precision by performing a reduced vibration around the control target position and in combination with self-control operation.

Such damping braking in the control system of the present invention is particularly effective when a load with large rotational inertia is connected to the output shaft. Even so, the rotational speed of the output shaft gradually decreases due to braking, resulting in damped vibration, and finally the output shaft can be stopped at a position close to the control target position.

Furthermore, since the system of the present invention uses a clutch mechanism to transmit power to the intermittent rotation drive control mechanism, the rotation control mechanism can be protected by slippage of the clutch mechanism even when a large load is applied. Another advantage is that careless damage accidents can be prevented.

Furthermore, in the control system of the present invention, high torque output can be controlled quickly and with high precision like a servo motor, and the control accuracy in this case depends on the control accuracy of the sensor means used, especially the rotary encoder and counter circuit. However, when using a rotary encoder that outputs 36,000 pulses per rotation, the inventors were able to confirm intermittent control with an accuracy of 0.1 degree (rotation angle).

[Example] An embodiment of the control system of the present invention will be described below.

FIGS. 1(a) to 1(C) schematically show the configuration of a rotation control mechanism A that constitutes the main mechanical part of the control system of the present invention.

As shown in the figure, a main clutch mechanism 2a is provided at one end of the input shaft 3, which is horizontally supported on the frame 9 and protrudes from the frame 9, and when the clutch mechanism 2a is engaged or disconnected, the rotational force of the pulley 1d is transferred to the input shaft. The pulley 1d is connected to a belt l that is passed between a rotary drive source 10 such as an electric motor and a rotating shaft 1a.
c, it receives rotational force and rotates freely.

First and second control clutch mechanisms 2b and 2c, each fixed to bevel gears 4a and 4b having the same number of teeth, pass through the input shaft 3 that is supported within the frame 9. The first and second control clutch mechanisms 2
The first .b and 2c are fixed to face each other. Another third bevel gear 4c, which is fixed to the output shaft 5 via the brake mechanism 7, meshes with each of the second bevel gears 4a, 4b orthogonally.

Therefore, the output shaft 5 is structured to protrude from the frame 9 so as to be orthogonal to the input shaft 3 which is supported horizontally within the frame 9.

Note that S indicates the main clutch mechanism 2a and the control clutch mechanism 2.
This sensor S monitors the frictional heat generated during the operation of the clutch mechanism, and when the clutch mechanism is heated to a predetermined temperature or higher, the rotational drive R is immediately stopped. I'm used to it.

1st. The second control clutch mechanisms 2b, 2c are selected depending on the type and characteristics of the rotational drive source, and each of the second control clutch mechanisms 2b, 2c is selected depending on the type and characteristics of the rotational drive source, and both of the second control clutch mechanisms 2b and 2c are connected to and disconnected from the first control clutch mechanism. Connecting the second bevel gears 4a and 4b to the input shaft 3,
When the brake mechanism 7 is activated, the output shaft 5 is pinched by a brake shoe to stop the output shaft 500 rotations.

Such a first. The second clutch mechanisms 2b, 2 (as well as the main clutch mechanism 2a and the brake mechanism 7) are preferably of a rapid excitation type that is instantaneously driven by an electric signal, and in that case, commands sent from a sequencer etc. Control is performed by operating a latch control circuit and a brake control circuit in accordance with the signal as described later.

Such a rotation control mechanism A can be implemented in various modifications, and as a rotational drive source, an internal combustion or external combustion engine such as an electric motor, an engine, or a gas turbine can be used.

Further, the main clutch mechanism may be any mechanism as long as it can transmit or interrupt the rotational force of the rotational drive source to the input shaft through its intermittent control, and a single plate clutch or a powder clutch may be used as appropriate depending on the drive characteristics of the rotational drive source. Ru.

The control clutch mechanism No. 11 controls the first clutch mechanism by its selective intermittent control. Any device may be used as long as it can be connected to and disconnected from the second gear mechanism. The second gear mechanisms are arranged to face each other, and the first gear mechanism is provided in a corresponding manner to each other. The switching control of the second control clutch mechanism causes the shaft to rotate in the opposite direction when connected to the input shaft. In the embodiment, as the simplest configuration of the first and second gear mechanisms, bevel gears having the same number of teeth are provided facing the input shafts, but the invention is not limited to such an example.

Furthermore, the third gear mechanism 4c connected to the output shaft 5 is connected to the first gear mechanism 4c. Any configuration is sufficient as long as it is self-locked so that when it meshes with the second gear mechanism 4a, 4b, it receives torque in opposite directions from both gear mechanisms.

According to such a rotation control mechanism A, even when using a rotational drive source such as a motor, it is possible to obtain a large rotational torque output that cannot be expected with a servo motor or DD motor. The following controls can be performed instantaneously and with high precision while the rotor is being rotated.

(Forward rotation operation) Turn on the main clutch mechanism 2a, turn on the first control clutch mechanism 2b, and turn off the second II control clutch mechanism 2c.
Make it F.

Then, the rotational force of the drive source 10 transmitted via the pulley 1d is transmitted to the input shaft 3 via the main clutch mechanism 2a,
The rotational force of the input shaft 3 is transmitted to the first gear mechanism 48 via the first control clutch mechanism 2b, but since the second control clutch mechanism 2C is OFF, it is not transmitted to the second gear mechanism 4b. Therefore, the rotational force of the input shaft 30 is transmitted only to the first gear mechanism 4a, and this rotational force is further transmitted to the third gear mechanism 4c that meshes with the first gear mechanism 4a to rotate the output shaft 5 in the correct direction. rotate in the direction of rotation. Further, at this time, the second gear mechanism 4b is driven by receiving the rotational force of the third gear mechanism 4c. FIG. 1(a) shows this state.

(Reverse operation) Turn on the main clutch mechanism 2a, turn off the first control clutch mechanism 2b, and turn off the second control clutch mechanism 2c.
Set it to N.

Then, the rotational force of the drive source 1 transmitted via the pulley ld is transmitted to the input shaft 3 via the main clutch mechanism 2a,
The rotational force of the input shaft 3 is transmitted to the second gear mechanism 4b via the second control clutch mechanism 2c, but since the first control clutch mechanism 2b is OFF, it is not transmitted to the first gear mechanism 4a. Therefore, the rotational force of the input shaft 30 is transmitted only to the second gear mechanism 4b, and this rotational force is further transmitted to the third gear mechanism 4C meshing with the second gear mechanism 4b to reverse the output shaft 5. direction. Further, at this time, the first gear mechanism 4a is driven by receiving the rotational force of the third gear mechanism 4C. FIG. 1(b) shows this state.

(Stopping operation) Main clutch mechanism 2a is ONL, first control clutch mechanism 2b is ON, second control clutch mechanism 2 c 1
To explain the case where the normal rotation is stopped at tOFF, the main clutch mechanism 2a is turned off and the second control clutch mechanism 2c is also turned on at the same time.

In this state, the transmission of the rotational force of the drive source transmitted via the pulley 1d to the input shaft is blocked by the main clutch mechanism 2a, so the input shaft 3 continues to rotate due to inertia, but the second control clutch Mechanism 2 (was turned on, so the second
The gear mechanism 4b meshes with the third gear mechanism 40 that was rotating in the direction.

As a result, the third gear mechanism 4c is restrained by receiving rotational force in the opposite direction from both the first gear mechanism 4a and the second gear mechanism 4b, and stops instantaneously without causing backlash. FIG. 1(C) shows this state.

FIG. 2 shows a schematic configuration of a servo control section for intermittently controlling the rotation control mechanism A, which is another essential part of the system of the present invention.

The basic configuration of the servo control unit B includes a control value a setting means for setting the control target position of the output shaft 5, a first deceleration position T1, and a second deceleration position T2, and a control value a setting means for setting the control target position of the output shaft 5, a first deceleration position T1, and a second deceleration position T2, and a control value a setting means for setting the control target position of the output shaft 5, a first deceleration position T1, and a second deceleration position T2, A rotation speed detector that detects the rotation speed, and a speed level determination circuit that determines the level of the speed signal output from the rotation speed detector and outputs a brake release signal when the speed signal drops to a predetermined level. A speed determining means, a pulse generating means that outputs a pulse signal as the output shaft rotates 50 times, a rotation angle detecting means that includes a counter circuit unit that counts the pulse signal from the pulse generating means, and a rotation direction of the output shaft 5. Direction discrimination circuit and output shaft 6
a deflection discrimination circuit for discriminating a deflection range that fluctuates around the control target position; a forward/reverse command 7 signal; A second deceleration coincidence determination signal, a brake release signal from the rotational speed determination means, and a direction determination signal from the direction determination circuit are input, and until the first deceleration position is reached, the main clutch mechanism and the 1. After selectively turning on one of the second control clutch mechanisms and reaching the first deceleration position, the first control clutch mechanism is turned on. While simultaneously turning on the second control clutch mechanism and performing the M movement, the brake is released each time the brake release signal is received, and after reaching the second deceleration position, the control target position of the output shaft is In order to compensate for the displacement from the first. The configuration includes a clutch control circuit that alternately turns on and off the second control clutch mechanism,
Control operations that reflect quick and reliable measurements by the counter circuit are possible.

In the embodiment shown in the figure, the control position setting means includes a control target position setting device 7A composed of a digital switch or the like;
It is composed of a first deceleration position setter 5A and a second deceleration position setter 6A1tl, and the rotation speed determination means is a rotation speed detector 9A such as a P/V conversion circuit attached to the output shaft 5 or a tacho generator. This rotation speed detector 9
A is configured by combining a speed level discriminating circuit 10A output from the first . It is composed of a combination of second cycle counters IA and 2A.

Further, after the rotational drive source is started, the clutch control circuit 11A controls the main clutch mechanism and the first clutch mechanism according to the forward and reverse command signals. When one of the second control clutch mechanisms is selectively turned on and the first deceleration position arrival signal is received, the first and second control clutches 2b and 2c are simultaneously turned on to perform braking, and the second control clutch mechanism is turned on. When the deceleration position arrival signal is received, the output shaft 50 is controlled to compensate for the deviation from the control target position. It is configured to output a control signal that turns on and off the second control clutch mechanisms 2b and 2c alternately.

One counter circuit section is the first. It is constructed by combining second addition/subtraction cycle counters IA and 2A, and the control position setting means is equipped with a display section, and this display section displays the rotation angle position set by the control target position setting device 7A as it is. The stop accuracy display section 14A displays the count value of the addition/subtraction cycle counter together with the deviation discrimination signal.

A main clutch mechanism 2a for performing bombing braking and damping braking; The second control clutch mechanisms 2b and 2c are controlled to be turned on or off by a control signal sent from the clutch control circuit 11A. Therefore, the clutch control unit 111A is provided with a forward/reverse command signal as well as a forward/reverse command signal. 1
Coincidence determination signal and speed level determination circuit 1 output from each of the comparison-number circuit 3A and the second comparison-number circuit 4A
The brake release signal output from 0A is input.

In addition, one brake control circuit 12A is provided when a brake mechanism is added to the rotation control mechanism A, and it also receives a forward/reverse command signal, the first comparison-number circuit 3A, and the second comparison-number circuit 4A. The first and second deceleration position arrival signals are outputted from each of the first and second deceleration position arrival signals.

A second deceleration coincidence determination signal and a brake release signal output from the speed level determination circuit 10A are input.

Next, the configuration of each part of the servo control section B will be explained in more detail with reference to FIG.

The rotary encoder 16A is configured to output A-phase, B-phase, and zero-phase pulse signals as the output shaft 5 rotates, and these pulse signals are input to the direction determining circuit 8A. In the direction discrimination circuit 8A, when a command signal for either forward rotation or reverse rotation and a pulse signal from rotary encoder 16A are input, the pulse signal from rotary encoder 16A is sent out as a count pulse, and the command signal for either forward rotation or reverse rotation is input. The command signal is output as a forward/reverse discrimination signal.

The counter pulse output from the rotary encoder 16A is sent as is to the counter circuit section, and the forward/reverse discrimination signal is further used as the up/down signal of the counter circuit section as the first . It is sent to the second cycle counters IA and 2A, and also to the deviation discrimination circuit 15A.

Here, the direction determining circuit 8A also controls the first direction of the counter circuit section when the output shaft 5 is driven in the forward or reverse direction.
．． In order to be able to count and discriminate the first deceleration position and the second deceleration position by sharing the second cycle counters IA and 2A, the positive and
The reverse discrimination signal is used as an up signal and a down signal.

The control position setting unit includes a first deceleration position setter 5A that defines the start point of bombing braking, a second deceleration position setter @6A that defines the start point of damping braking, and a control target position, each of which is composed of a digital switch or the like. The control target position setting device 7A is provided to set the control target position. The first deceleration position It setter 5A and the second deceleration position setter 6A are both set by replacing the nearer position with the control target position as a reference with the counted value of the counter, and the control target position setter 7A is set with the origin as the reference. It is set to the value replaced by the counted value of the counter.

For example, move the output shaft 5 from the origin (0).

In the case of stopping at a control target position advanced by a pulse, the first. The second deceleration positions TI and T2 are respectively at the origin (0
), when setting 17,000 pulses and 17°500 pulses, the first deceleration position setter 5A and the second deceleration position setter 6A are set to 1000.500, and the control target position setter is set to 18.500. Set to 000.

The data to be set in the first deceleration position setter 5A and the second deceleration position setter 6A changes depending on the rotational speed of the output shaft 5, the inertia of the load, etc., so it should be collected in advance as test data. The data is input from a computer etc.

1st comparison of position determination unit - number circuit 3A, 2nd comparison -
The reference value of the several circuits 4A is the first deceleration position setter 5A, the second
They are each preset to the count value set by the deceleration position setter 6A, and the first count value of the counter circuit section is preset. Second addition/subtraction cycle counter IA.

2A are both preset to 18,000.

Since NOT gates are interposed between the control signal input terminals of the first addition/subtraction period counter IA and the second addition/subtraction counter 2A constituting the counter circuit section, a down signal is sent to one side from the direction discrimination circuit 8A. When the signal is being sent, the up signal is sent to the other side.

Since the system of the present invention performs position control as described later, the first period counter IA performs a subtraction operation and the second period counter 2A performs an addition operation until the output shaft 5 reaches the control target position T. However, after the output shaft 5 reaches the control target position T, a damping braking visit is started, and the second
The 0-cycle counter 2A is configured to alternately repeat addition and subtraction operations in response to a forward/reverse discrimination signal sent from the direction discrimination port ga8A each time the output shaft 5 rotates forward or reverse.

Therefore, within the damped vibration period, the value converted into the rotation angle position of the count counted by the second period counter 2A of the counter circuit section is displayed as the deviation from the control target position on the stop accuracy display I'll l 4A, but the display on the stop accuracy display section 14A is made by operating the latch circuit when the second cycle counter 2A reaches the count value corresponding to the control target position and outputs 0. Ru.

The stop accuracy display section 14A also includes a deviation determination circuit 15A.
A code is given according to the discrimination signal output from the output shaft 5, and this code indicates that the control target position has been exceeded when 0 is output from the second period counter 2A while the output shaft 5 is rotating in the normal direction. The sign becomes (+), and if 0 is output from the second period counter 2A while the output shaft 5 is rotating in the reverse direction, the sign becomes (-) indicating that the control target position has not been reached.

FIG. 3A shows an example of the display on the control target display section 14A, and shows an example of a stage setting when the output shaft 5 is stopped at a rotation angle position advanced by 18,000 pulses from the origin (0).

Furthermore, Fig. 3B shows an example of the display on the stop accuracy display section, and (a) shows that when the deviation of the output shaft returns to before the control target value and the discrimination signal becomes (-), and is reversed by 0.02 degrees, (b
) indicates a case where the deviation of the output shaft exceeds the control target value, the discrimination signal becomes (+), and the rotation is performed by 0901 degrees.

In the clutch control circuit 'll1l IA, after the motor 1 is driven, when a forward rotation command signal is input, the main clutch mechanism 2a is turned on and the first control clutch mechanism 2b is turned on. When a match determination signal is input from the first comparison circuit 3A, the main clutch mechanism 2a is turned off.
Braking is started by turning on the second control clutch mechanism 20 (at this time, the first control clutch mechanism is also on), but during this braking period, a brake release signal is input from the speed level discrimination circuit lOA. When the main clutch mechanism 2a is turned on and the second control clutch mechanism 2c, which has been turned on, is turned off for a predetermined period of time, the above-mentioned pumping braking is performed. During the period, the brake release signal is output from the speed level discrimination circuit 10A, and when the coincidence discrimination signal is inputted from the vI 44A several times during the second comparison, the first. Second control clutch mechanism 2b, 2c
is turned on and off alternately to start damping braking.

During this damping braking period, only the first control clutch mechanism 2c is turned on when the output shaft 5 is in the (-) deviation range with respect to the control target position, and when it is in the (+) deviation range Only the second control clutch mechanism is turned on to compensate for the deviation like a servo motor.

The first period of time during the damping braking period. Second clutch mechanism 2
Considering the actual behavior of the output shaft 5, the on/off operation times of b and 2c are extremely short compared to pumping braking, so the clutch mechanism should be turned on and off almost entirely in a slipping state. become.

One brake control circuit 12A receives the coincidence determination signal from the first comparison circuit 3A, and then controls the brake mechanism 7.
is kept on to continue braking, but the brake mechanism 7 is intermittently turned off every time a brake release signal is output from the speed level discrimination circuit 10A, and the second comparison circuit 4
When a match determination signal is output from A b), the brake mechanism 7 is turned on again.

Next, the control operation in the system of the present invention will be explained together with the operation of the servo control 11 (B) with further reference to FIGS. 2 and 4.

The first section of the counter circuit section. Second period counter IA, 2A
are preset to a count value corresponding to the control target position at the start of control.

After starting the motor l, when a forward rotation command is issued, the main clutch mechanism 2a is turned on, and the first control clutch mechanism 2b is turned on.
is also turned on.

As a result, the output shaft 6 is accelerated for a period of to, and then the constant speed point T
0 and is rotated at a constant speed in the forward direction for a period of t1, but during this period, the direction determining circuit 8A sends a forward rotation determination signal and a count pulse to the counter circuit section, so the first period counter IA does not count. A subtraction operation is performed each time a pulse is received, but the second cycle counter 2A performs an addition operation each time a count pulse is received.

Thus, when the output shaft 5 reaches the first deceleration position T1, the count value of the first period counter IA matches the value set in the first deceleration 1h position setting device 5A, and the first comparison-number circuit 3
A outputs the first deceleration coincidence determination signal.

This coincidence determination signal is sent to the Kurasochi control circuit 11A and the brake control circuit +2A, and is sent to the clutch control circuit 11A.
turns off the main clutch mechanism 2a, turns on the second control clutch mechanism 20 following the first control clutch mechanism 2b, and turns on the brake control circuit 12A.

As a result, the rotational speed of the output shaft 5 gradually decreases during tA, but when the rotational speed becomes constant and reaches the bell RO, the speed level discrimination circuit! The OA sends the second deceleration coincidence determination signal as a brake release signal to the clutch control circuit 111A and the brake control circuit 12A for a predetermined time tB sufficient to disengage the clutch mechanism.

Clutch control circuit 1 to which the brake release signal has been sent
1A, the main clutch mechanism 2a is turned on and the second control clutch mechanism 20 is turned off, and the brake control circuit 12A releases the brake to suppress a decrease in the rotational speed of the output shaft 6. When the output of the brake release signal from 10A is stopped, the clutch control unit i? JII
A turns off the main clutch mechanism 2a, turns on the second control clutch mechanism 2C following the first control clutch mechanism 2b, and at this time the brake control circuit 12A turns on the brake mechanism.

Such brake release is performed until the output shaft 6 reaches the second deceleration position T2, when the rotational speed of the output shaft 5 decreases to a predetermined level RO and a brake release signal is output from the speed level determination circuit BIOA. Note that the constant bell RO described above indicates a rotational speed at which the first deceleration braking can be ignored when stopping the output shaft 5, and the output shaft 5 is controlled in position. If the rotational speed at which the motor is rotated for this purpose falls below this level, the first deceleration braking (bumping braking) as described above is omitted and the second damping braking is immediately applied to stop the motor.

In this way, a sudden decrease in the rotational speed of the output shaft 5 is suppressed, and the output shaft 5 continues to rotate until it reaches the second deceleration position T.
2, the count value of the second cycle counter 2A matches the value set by the second deceleration position setter 6A, and the second comparison-number circuit 4A outputs a second deceleration coincidence determination signal. .

This coincidence determination signal is determined by the time during which the output shaft 6 is damped and vibrated;
In other words, when the displacement width (-11!B to -fiB) is attenuated to a predetermined level and the first control clutch mechanism 2b and the second control clutch mechanism 2c are driven simultaneously, the deviation compensation due to damped vibration is almost ignored. Even if the brake is released during the pumping braking period, when this coincidence determination signal is output, the brake mechanism 7 is forcibly driven and instantaneous. It is made to stop at the control target position T.

This 25th & speed matching determination signal is the clutch control unit! 'f
! II]A and the brake control circuit 12A at the same time, and the clutch control circuit 11A outputs the first signal A and the brake control circuit 12A at the same time. The second control clutch mechanisms 2b and 2c are alternately turned on and off according to the deviation discrimination signal sent from the deviation discrimination circuit 15A to perform damping braking, and one brake control circuit 12A performs damping braking.
The brake mechanism 7 released by the brake release signal is turned on to maintain braking.

In the control system of the present invention, when the brake release signal is output at the end of the pumping braking period, the braking by the brake mechanism 7 is released and the main clutch mechanism 2a and the first control clutch mechanism 2b are turned on. , in this state the second
When the deceleration position @T2 is reached, the brake mechanism 7 is turned on again, and at the same time, a damped oscillation is made for the time t specified by the second comparison-mathematical circuit 4A, and finally, the instantaneous vibration is brought to a point close to the control target position T. will be stopped.

In this way, after completing one control cycle, the output shaft 5 is reversed at an extremely low speed and returned to the origin (0), which is the starting point of control, but the origin return detector 1
When that condition is detected at 7A, all control units are reset, data for the next control cycle is preset, and the next control cycle is executed.

FIG. 5 shows the operation of one control cycle explained above.
In the figure, the operation during damping braking is interrupted by a time chime. In the figure, 1d indicates the delay time from when the sequencer reads the braking operation point based on the count value of the counter until the clutch mechanism operates. ing.

Then, servo control! 1 (Explain the damping damping by lB.

After the output shaft 5 reaches the second deceleration position T2, it continues to rotate normally and reaches the control target position T, the count value of the first period counter IA becomes 0, and the count value of the second period counter 2A becomes 0. After the numerical value indicates the control target value T, it is preset to 0.

Here, when the output shaft 5 is rotating in the normal direction, the second period counter 2A sends an up signal according to the forward/reverse discrimination signal output from the direction discrimination circuit 8A, and when the output shaft 5 rotates in the reverse direction, the second period counter 2A outputs a down signal. Since the signal is inverted, the output shaft 5
If it rotates further in the forward direction and exceeds the control target value T, the count value is added sequentially starting from 0, and after the count value reaches the maximum, when the output shaft 5 starts to rotate in the reverse direction, the direction determination circuit 8A outputs an inverted value. A down signal is sent out in response to the forward/reverse discrimination signal, and a subtraction operation starts, in which the counted values are sequentially subtracted (Fig. 9 (g),
(see (h)).

One deviation discrimination circuit 15A discriminates the discrimination direction according to the rotational direction of the output shaft 5 every time the output shaft 5 passes the control target position T and receives the O output output from the second period counter 2A. Since it is configured to hold the forward/reverse discrimination signal output from the circuit 8A, it is closed when the output shaft 5 is in front of the control target position, and when the output shaft 5 is in a position beyond the control target position. (+) is output as a discrimination signal (see FIG. 9(j)).

Figure 8 shows a more specific configuration of the rotation angle detection means with a counter circuit section, the control position means, the deviation discrimination circuit, and the display section, and Figures 9 a) to k) are partially enlarged diagrams showing their operations. It is a time chart including parts.

To explain with reference to the figure, the counter circuit section is configured by combining first and second period counters CTI and CT2, and NOT 5 is interposed between the control input terminals of these counters CTI and CT2. Therefore, the first period counter CTI performs a subtraction operation until the output shaft 5 reaches the control target position T when a down signal is sent from the direction discrimination circuit 8A, and the second period counter CT2 performs a subtraction operation until the output shaft 5 reaches the control target position T. After reaching the control target value @T, addition and subtraction operations are performed alternately in response to up and down signals from the direction discrimination circuit 8A, and the count value of the counter CT2 at this time is determined by the deviation discrimination circuit. The latch circuit 14 b, 1 together with the displacement discrimination signal (Q output) from the DF/F composing the 15A
4c, it is sent to the stop accuracy display section 14A through the decoder circuit #114a, and is converted into a rotation angle that is deviated from the control target position T and displayed. In addition,
The second FllIII counter CT2 is provided with an addition comparison circuit CA, and the second period counter CT2
When the count value matches the count value set by the control target position setter 7A, the second period counter CT2
The configuration is such that the count value of is reset to 0.

The 0 output from the second cycle counter CT2 is input to the D F/F constituting the deviation determination port '#315A.
The configuration is such that a direction discrimination signal from the direction discrimination circuit 8A is input as a clock pulse.

The direction discrimination circuit 8A selectively selects the A-phase and B-phase pulses sent from the rotary encoder 16A via the high-speed photocoupler 8a according to the forward and reverse command signals sent from the rotation direction command switch SW or the software system. It is configured to invert the output, and for this reason, the ANDII gate three-state buffer STI~ST4 and N0TI,
A logic circuit is constructed by combining two gates, and the output shaft 5 is positive.

By reversing, up and down signals are inverted and output to the counter circuit units CTI and CT2.

The stop accuracy display section 14A shows the Q from the DF/F 14A.
The output is displayed as a deviation discrimination circuit, and N.

The latch circuits 14b and 14c with T3 interposed therebetween are also configured to be alternately switched and activated by this Q output.

Note that 17A is a home return detector that detects the home position when the output shaft 5 returns to the control starting point, and is constituted by a proximity switch or the like.

The first and second deceleration comparison circuits 3A and 4A each include a first deceleration,
The man-hour value set in the second deceleration position setter 5A, 6A is compared with the count value of the first cycle counter CTI, and the count value of the first cycle counter CTI is the setting of the first deceleration position setter 5A. When the count value of the first cycle counter CTI matches the set value of the second deceleration position setter 6A, the first deceleration match determination signal is output.
It is configured to output a deceleration coincidence determination signal.

The control display section 13A also includes a control target position setting device 7A.
The value set by is displayed in decimal form via decoder circuit #2 (13a).

In addition, 1. Second period counters CTI, CT2 and D
AND gates 14 and 15.degree. 12 added to the F/F are configured to reset each when an initial reset signal is input.

FIG. 10 shows a specific configuration of the clutch control circuit, rotational speed determining means, and brake control circuit, and FIGS. 11 a) to 11) are time charts showing their operations.

To explain with reference to the figure, the first deceleration coincidence determination signal output from the first deceleration comparison circuit 3A is held by R5F/Fl and sent to the ANDII gate as a first deceleration signal, and the second deceleration comparison circuit 3A The second deceleration coincidence determination signal outputted from the circuit 4A becomes a second deceleration signal that is extended by the above-mentioned predetermined time t by the mono multivibrator MM1, and is sent to the three-state buffer ST constituting the clutch control circuit 110. It is sent as a gate signal.

The count pulse output from the rotary encoder 16A is input to the ANDII gate, and this count pulse is sent to the F/V conversion circuit 1120a forming the rotational speed detector 9A only when the first deceleration signal is output. Furthermore, it is sent to a voltage level discrimination circuit 120b that constitutes the speed level discrimination circuit 10A.

The voltage level discrimination circuit 120b is the F/V conversion circuit 120.
The level of the voltage signal sent from a is judged, and when the level of this voltage signal is lower than a predetermined value, the RS F/F is set via the NOT gate, and at the same time, the mono multivibrator MM2 is set. set. Here, mono multivibrator MM2 has NOR1 gate and R
Since a pulse stretching circuit 120d that combines a C differential circuit and a N0R2 gate is provided, the pulse signal input to this pulse stretching circuit 120d is
The signal is inverted by the gate 7 and further inputted as a reset signal to the RS flip-flop FF2 via the AND1B gate to reset the FF2. Here, the stretching time by the pulse stretching circuit 120d is sufficient time to operate the control clutch mechanism, and is set by adjusting the variable resistor VR2 externally attached to the mono-multivibrator MM2. .

The Q output of FF2 generated in this way is directly sent as a brake release signal to the clutch control circuit 110, and the pumping braking as described above is performed.

110 is a clutch control circuit and a brake control circuit 11
The main clutch mechanism 2a supplies power to a logic section configured by wiring an ORI gate N0T20.21 gate and a three-state buffer ST5.6 as shown in the figure. It can be turned on and off by the control circuit connected to the amplifier FAI, and the first control clutch mechanism 2b is connected to the OR2 gate, N
OT 22゜23 gates, three-state buffer S
It can be turned on and off by a control circuit section in which a power amplifier PA2 is connected to a logic section configured by wiring T7 and T8 as shown in the figure, and the first control clutch mechanism 2c is connected to an OR3 gate. , N0T19°24.25 gate, and three-state buffers ST9 and ST10 are connected by wiring as shown in the figure, and a power amplifier P is connected to the logic section.
It can be turned on and off by the control circuit connected to A3.

Here, since the second clutch control mechanism 2c side is further connected to the second state buffer ST9 and the NOT]9 gate, the deviation determination circuit is configured as long as the first deceleration signal is not output. Only one of them is turned on depending on the deviation discrimination signal output from the D F/F.

One of the brake mechanisms 7 is ○R4 gate, N0T26.
It can be turned on and off by a control circuit section in which a power amplifier PA4 is connected to a logic section configured by connecting 27 gates and three-state buffers 5T11.12 with wires as shown in the figure. The three-state buffers ST5 to ST12 constituting these logic circuit sections pass the input signal when an [H] level signal is input to the gate terminal, and pass the input signal when an [L] level signal is input to the gate terminal. It is designed to perform the following actions.

The logic circuit section of the main clutch mechanism 2b contains an AND signal (
AND19 gate output) is N.

The signal inverted by the T18 gate is sent out via the AND20 gate, and the AND19
The output signal from the gate and the above-mentioned deviation discrimination signal are sent, and the logic circuit of the brake mechanism 7 is also provided with an AND
Since the output signals from the 19 gates are sent out as they are, these logic circuit sections perform operations as shown in FIG.

That is, when the activation signal is input, the AND20 gate becomes [H] level, and in the absence of the brake release signal, the three-state buffer ST5 is cut off and ST6 is passed, so the CH] level signal of the AND20 gate becomes the [H] level. Passes ST6, is inverted, and further N
It is inverted by the OTOR gate and sent to the ORI gate.
] Since the level signal is input, the main clutch mechanism 2a is turned on, and in this state, the first clutch mechanism 2a is also turned on. Either of the second control clutch mechanisms 2b, 2c is turned on by the deviation discrimination signal corresponding to the forward or reverse direction command signal.

Then, when the first deceleration signal is output, the ANDI9 gate becomes the [L] level, so the output of the AND20 gate is inverted and becomes the [L] level due to the NO71B gate, and the output from the AND20 gate becomes the [L] level. The [L] level output passes through the three-state buffer ST6 and is inverted, and further inverted by the NOTOR gate, and the [L] level signal is input to the ORI gate, so that the main clutch mechanism 2a is turned off.

Also, at this time, the first. a second control clutch mechanism 2b;
2c each includes a three-state buffer ST8,
The [L] level signal is sent out through 5TIO, and the signal that is inverted to [H] level by the N0723.25 gate is input to the OR2 and OR3 gates.
The eleventh and twentieth control clutch mechanisms 2b and 2c are simultaneously turned on and braking is performed.

Furthermore, at this time, three-steed pa-nfa 5TII.

]2 also exceeds +11, so the [H] output signal from AND19 is sent to the three-state buffer 5T11.1.
Since the signal is inverted at gate 2 and further inverted at gates N072B and 27 and input to gate OR4, the brake mechanism 7 is also turned on at the same time.

Here, the origin return signal and stop signal at the [L] level are input to the AND19 gate together with the IJil deceleration signal at the [H] level, so the output shaft 5 is at the first deceleration position TI. A signal at the [L] level is output until it reaches .

During this braking amount, when the brake release signal ([L] level) is output from the brake release signal generation circuit 120, the output of the three-state buffer ST becomes the CL] level, so the three-state buffer yST
5 passes, STY, Sr7゜5TIO, 5TII,
12 are all cut off.

As a result, the main clutch mechanism 2a is turned on again, and at the same time the first clutch mechanism 2a, which was turned on later, is turned on again. Second control clutch mechanism 2b
, 2c is turned on, and the brake mechanism 70 on signal is also cut off.

This brake release signal continues for a predetermined time and then returns to the brake state, so at this point, the three-state buffer ST5 is cut off and Sr1. Sr7゜5TIO, 5TI
Both I and +2 pass, and the brake gap returns to the above-mentioned state.

The release of braking by the brake release signal is repeated every time the rotational speed of the output shaft 5 decreases to a predetermined level until the second deceleration signal is output, resulting in so-called bombing braking.

As a result of such pumping braking, when the second deceleration signal ([L] level) is output from the mono multivibrator MMI, the three-state buffer ST is cut off, and as a result, Sr5 is cut off, and the other Sr1 ．． Sr.
8,5TIO, STI1.5T12 will be passed.

Therefore, the main clutch mechanism 2& continues to be in the OFF state in response to the first deceleration signal, and the brake mechanism 7 continues to be in the ON state in response to the first deceleration signal.

And at this time, the first. Second control clutch mechanism 2b
, 2c are turned on alternately by the deviation discrimination signal.

It is turned off and the above-mentioned damping braking is performed.

[Effects of the Invention] As can be understood from the above explanation, according to the control system of the present invention, an intermittent rotational drive mechanism that can obtain a high torque output can be driven intermittently with high precision and instantaneously, which is impossible in the past. It can be used in a wide range of applications as a high-output torque control device.

Further, in the configuration in which the brake mechanism and brake control circuit proposed in claim 2 are added, even when a load with a large inertial force is applied, intermittent rotational drive can be performed with high precision and instantaneously. In the control system of the present invention, the rotation of the output shaft is performed through the on/off operation of the clutch mechanism, so even if a large load is instantaneously applied, the clutch mechanism cleans and protects the rotating mechanism. So the safety measures are also excellent.

Furthermore, in the control system of the present invention proposed in claim 3, the operation of the clutch mechanism is monitored by a temperature sensor, and when an abnormality occurs, the drive of the rotary drive source is immediately stopped, so it is even safer. be.

[Brief explanation of drawings]

Figures 1 (a) to (C) are structural explanatory diagrams of the intermittent rotational drive control mechanism that constitutes the main part of the force control system of the present invention;
) is forward rotation operation, (b) is reverse rotation operation. (C) is a structural explanatory diagram illustrating each stopping operation. FIG. 2 is a block diagram of a servo control section constituting another main part of the force control system of the present invention, FIG. 3A is a display example of a control display section, and FIG. 3B is a diagram showing an example of a display of a stop accuracy display section. Fourth
The figure is an explanatory diagram of the change in the position of the output shaft within one control cycle operation of the control system of the present invention, and Fig. 5 is an explanatory diagram of the change in the rotational speed of the output shaft and the changes in the rotational speed of the output shaft within one control cycle operation of the control system of the present invention. An explanatory diagram of the control operation, FIG. 6 is an explanatory diagram of the rotational speed change of the output shaft, the deviation change of the output shaft, and the control operation of each part during the damping braking period, and FIG. 7 is the basic operation of the control system of the present invention. Figure 8 is a time chart showing
FIG. 10 is a specific circuit diagram of the servo control section, and FIGS. 9 and 11 are time charts showing its operation. (Explanation of symbols) 1...Rotary drive source 2a...Main clutch mechanism 2b...] Control clutch mechanism 2C...Second control clutch mechanism 3...Input shaft 4a... First gear mechanism 4b... Second gear mechanism 4C... Third gear mechanism 5... Output shaft 7... Brake mechanism A... Rotation control mechanism B... Servo control section

Claims (1)

[Claims] 1) An input shaft connected to a rotational drive source that outputs rotational force via a main clutch mechanism, and a first and second control clutch mechanism connected to the input shaft facing each other. Intermittent rotation drive control comprising first and second gear mechanisms connected in this way, and an output shaft connected to a third gear mechanism meshed with each of the first and second gear mechanisms. a mechanism, a control target position of the output shaft, a first deceleration position, and a second
a control position setting means for setting a deceleration position of the output shaft; a rotation speed detector for detecting the rotation speed of the output shaft; a rotational speed determining means having a speed level determining circuit that outputs a brake release signal when the output shaft has decreased to a certain level; a pulse generating means that outputs a pulse signal as the output shaft rotates; and a pulse signal from the pulse generating means is counted. a rotation angle detecting means including a counter circuit section for detecting the rotation angle; a direction determining circuit for determining the rotational direction of the output shaft; and a deviation determining circuit for determining a deviation range that varies around the control target position of the output shaft. By inputting the forward and reverse command signals, the first and second deceleration position arrival signals, the brake release signal from the rotational speed determination means, and the direction determination signal from the direction determination circuit, the first deceleration position is determined. The main clutch mechanism and the first
, selectively turns on one of the second control clutch mechanisms, and after reaching the first deceleration position, simultaneously turns on the first and second control clutch mechanisms to perform braking, The brake is released every time the brake release signal is received, and after reaching the second deceleration position, the first and second control clutch mechanisms are alternately operated to compensate for the displacement of the output shaft from the control target position. A high torque output type intermittent rotational drive control system characterized by comprising a clutch control circuit that turns on and off. 2) The intermittent rotational drive control system according to claim 1, wherein the output shaft is provided with a brake mechanism and further includes a brake control circuit for controlling the brake mechanism, so that the output shaft reaches a first deceleration position. When performing braking by simultaneously turning on the first and second control clutches,
A high torque output type rotational intermittent drive control system configured to simultaneously operate the brake mechanism after reaching the second deceleration position. 3) A temperature sensing sensor is provided in one of the clutch mechanisms, and the temperature sensing sensor immediately stops the rotational drive source when the clutch mechanism is heated to a predetermined temperature due to frictional heat generated during its operation. The high torque output type rotational intermittent drive control system according to claim 1.