JPH0565394B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a drive control device for a motorized truck.

Conventionally, various types of operating devices for powered trolleys have been put into practical use. These devices include those that use a joy stick to control the speed and direction of movement of the powered cart, and those that have an operating grip similar to the accelerator on a motorcycle, etc., and control the running speed by rotating it. There are things to do.

(Problem to be Solved by the Invention) However, with conventional devices that use joy sticks or rotate operating grips, they require considerable skill to operate, and anyone can easily operate them. I had a problem that I couldn't do it.

(Means for Solving the Problems) A means for solving the above problems is to configure a drive control device for a powered truck as follows. That is, it is a drive control device for a powered trolley having a drive device such as a motor, which includes a first measuring device for measuring the operating force applied to the trolley by an operator, and a first measuring device for measuring the vehicle speed of the trolley. a second measuring device, a memory for storing acceleration/deceleration data corresponding to the operating force and acceleration/deceleration data corresponding to the vehicle speed, and a second measuring device based on the measured values measured by the first and second measuring devices. The operating force and vehicle speed are calculated, and when it is determined that the operating force exceeds a predetermined value based on the calculation result, acceleration/deceleration data corresponding to the operating force is read from the memory, while and when it is determined that the vehicle speed is not zero, reading acceleration/deceleration data corresponding to the vehicle speed from the memory;
It is characterized by being comprised of a calculation device that outputs an acceleration/deceleration instruction signal based on read acceleration/deceleration data, and a drive device that controls the speed of the motor etc. based on the acceleration/deceleration instruction signal from the calculation device. There is.

(Example) Hereinafter, the present invention will be specifically described based on an example shown in the drawings.

First, the first embodiment will be described. FIG. 2 shows the overall structure of the powered truck 1. As shown in FIG. In this example, the powered trolley 1 is formed into a rectangular parallelepiped shape,
A hand bar 2 is attached to the side surface 1a via a support rod 2a.
is installed. On the other hand, four wheels S are provided on the underside of the powered truck 1 (three wheels S in the drawing).
Only one item is shown. ), and one driving wheel 9 is provided near the center of the lower surface.

Next, the control circuit 25 for controlling the rotation of the driving wheels 9 will be explained based on FIG. 1. First, each of the two support rods 2a described above has a strain gauge 3.
is provided. This is made of, for example, a resistance wire strain gauge, and is attached to the support rod 2a. In this example, in order to generate sufficient strain on the strain gauge 3, the support rod 2a is given some flexibility.

The signal from the strain gauge 3 is input to the CPU 5 via the A/D converter 4. The CPU 5 is a normal 8-bit microcomputer, and a RAM 17 and a ROM 18 are connected to it. The ROM 18 has a control circuit 2.
A control program for controlling the entire 5 is built-in. Note that this control program will be described later.

Next, the output side port of the CPU 5 has a D/
An A converter 6 is connected, which sends a signal to a drive 7 for driving a motor 8.

The motor 8 is a normal DC type servo motor, and is driven and controlled by the output current from the drive device 7. This motor 8 is provided with a driving wheel 9, a brake 23, and a speed sensor 10. The speed sensor 10 is composed of a tachometer generator or the like, and is configured to output a voltage proportional to the rotational speed of the motor 8. The output signal from the speed sensor 10 is converted from an analog signal to a digital signal by an A/D converter 11 and then input to the CPU 5.

The brake 23 is for stopping the rotation of the motor 8, and its ON/OFF state is controlled by signals from the CPU 5 and the emergency stop switch 22.

Next, stop switch 21, emergency stop switch 2
2. The start switch 24 will be explained.

The start switch 24 is a switch for simultaneously supplying current to the control circuit 25 and resetting the CPU 5, for example, and when it is turned on, current is supplied to each circuit and
The CPU 5 is reset and a predetermined program is executed.

The stop switch 21 is for applying a brake to the powered truck 1, and when it is turned on, an interrupt is generated and the interrupt process shown in FIG. 7 is executed.

The emergency stop switch 22 is a switch for sending an emergency stop signal to the CPU 5, the drive device 7, and the brake 23. When turned on, the emergency stop switch 22 immediately turns off the drive device 7, operates the brake 23, and It has the function of holding CPU5. This emergency stop switch 22
Brakes can be applied directly without going through the CPU 5, increasing safety in emergencies.

Next, the action and effect will be explained. First, the basic control pattern in this example will be explained based on FIG. First, as a first pattern, when the output from the strain gauge 3 is 0, it is determined that it is a stop condition, and the acceleration and vehicle speed are set to 0 to stop the powered truck 1.

Next, as the second pattern, strain gauge 3
When the output is positive (that is, when the hand bar 2 is being pushed forward) and the vehicle speed is 0, it is determined that the start condition is met, and the acceleration instruction is +.
Make it. Therefore, the speed of the powered truck 1 gradually increases from zero.

As a third pattern, when the output from the strain gauge 3 becomes 0 while the powered truck 1 is traveling at a predetermined speed, a slight deceleration instruction is issued. This corresponds to the fact that, for example, if you release your hand while pushing a light trolley, the trolley will move forward while slowly decelerating.

As a fourth pattern, when the output from the strain gauge 3 becomes positive while the powered truck 1 is traveling at a predetermined speed, it is determined that an acceleration condition exists and an acceleration instruction is given.

As the fifth pattern, when the output from the strain gauge 3 becomes negative while the powered trolley 1 is running at a predetermined speed (that is, when the hand bar 2 is pulled backward), the deceleration condition It is determined that this is the case and deceleration is performed.

The above is the basic acceleration instruction pattern in this example. However, since the backward movement control of the powered truck 1 is the same as the forward movement control described above, the explanation thereof will be omitted here.

Next, specific details of the control will be explained based on the flowchart shown in FIG.

First, when a power switch (not shown) of the control circuit 25 is turned on, the main routine written in the ROM 18 and shown in FIG. 4 starts. When this routine starts, first, in step 100, initial settings (initialization) of each part are performed, and the brake 23 is turned on to prevent the motorized truck 1 from running carelessly.

When this is completed, in step 101 the process waits for input from the start switch 24. Then, when the start switch 24 is turned on, the step
Proceeding to step 102, the brake 23 is turned off to enable driving, and the drive device 7 is turned on.

When this is completed, the process proceeds to timer processing 103 and waits for a predetermined time. This step 103 is a timer routine for setting the cycle of the main routine, and thereby allows the sampling time of data from the strain gauge 3 to be set.

When the waiting time in step 103 ends, the process proceeds to step 104, where data is input from the strain gauge 3. The data input from the strain gauge 3 is converted from analog to digital by the A/D converter 4, and then input to the CPU 5.
Conversion processing into stress is performed in step 105 based on a predetermined program.

When the process in step 105 is completed, the process proceeds to step 106.
The process proceeds to step 107, where the vehicle speed is input from the speed sensor 10, and then the process proceeds to step 107, where acceleration is calculated. In this example, the acceleration in step 107 is calculated by subtracting the currently sampled velocity data from the previously sampled velocity data to determine the change in velocity per unit time.

Once this acceleration has been calculated, the process proceeds to step 108, where it is determined whether the vehicle speed is 0 or not. If the vehicle speed is 0, the process proceeds to step 109, and if the vehicle speed is not 0, the process proceeds to step 111. In both step 109 and step 111, it is determined whether the stress detected by the strain gauge 3 is 0 or in a dead zone. Here, the dead zone is a range in which the output from the strain gauge 3 is considered to be 0 within a range where the force applied to the strain gauge 3 is extremely small, as shown in FIG.

If the judgments in steps 109 and 111 are negative, the process advances to step 113 and the acceleration/deceleration corresponding to the stress determined in step 105 is calculated in the ROM1.
The motor 8 is read out from a map set in the motor 8, and the motor 8 is controlled based on this.

Here, the ROM referenced in this step 113
The map in 18 is as shown in Figure 5, where the range of low stress is treated as a dead zone and the acceleration is reduced to 0.
When a stress exceeding a predetermined value is applied, an acceleration or deceleration approximately proportional to this stress is indicated. (In other words, data having such a predetermined correspondence relationship is written as data in the ROM 18.) If the determination at step 109 is YES, the process advances to step 110 and the motor 8 is After setting the acceleration instruction to 0, the process returns to step 103.

On the other hand, if the judgment in step 111 is YES, the process proceeds to step 112, where the acceleration/deceleration according to the current vehicle speed of the motorized truck 1 is read out from the map set in the ROM 18, and based on this, the motor is adjusted. It is designed to control the rotation speed of 8.

Here, the ROM referenced in this step 112
The map inside is as shown in Figure 6,
It is designed to indicate a deceleration that is approximately proportional to the speed. However, the deceleration instruction in step 112 corresponds to the case where the operator stops pushing the powered trolley 1 while the vehicle is running, so the deceleration instruction in step 112 corresponds to the case where the worker stops pushing the powered trolley 1. The deceleration is becoming extremely gradual. And this
When the process at step 112 is completed, the process returns to step 103 and the same process as described above is repeated.

In this way, the motor 8 is controlled in this main routine.

Now, to explain the correspondence between the control pattern shown in FIG. 3 and the flowchart shown in FIG. 4, when the control pattern shown in FIG. 110 and then returns to step 103. Next, at the start shown in the second pattern, step 108, step 109, step
113 and then returns to step 103. Next, in the running state shown in the third pattern, step 108, step 111, step
112 and then returns to step 103. Next, during acceleration control shown in the fourth pattern, steps 108, 111, and
113 and then returns to step 103. Furthermore, during deceleration control shown in the fifth pattern, steps 108, 111, and
113 returns to step 103.

Next, control when the emergency stop switch 22 or the stop switch 21 is operated will be explained. first,
When the stop switch 21 is turned on, an interrupt occurs, and the control of the main routine shown in FIG. 4 is temporarily interrupted, and the control shown in FIG. 7 is started.

In this interrupt processing, a timer is first turned on in step 201. This is to prevent waiting time from occurring in step 202 when this interrupt processing is first started.

Upon completion of step 201, the process immediately proceeds from step 202 to step 203, where it is determined whether the speed of the vehicle is within the speed range at which the brakes can be applied.

To explain the determination at step 203 in detail, a map as shown in FIG. 8 is set in the ROM 18. In this map, when the running speed of the powered trolley 1 is in the range from -V1 to V1, it is determined that the speed is such that even if the brake is applied, it will not result in sudden braking, and the brake 23 is turned on.
It is now possible to apply the brakes.

On the other hand, if the running speed of the powered trolley 1 is V1 or higher or V1 or lower, it is determined that the speed is such that applying the brake will result in sudden braking.
The system instructs acceleration or deceleration depending on the vehicle speed. That is, for example, if the vehicle speed is V2
When it is, a negative acceleration α2 is instructed.

The above explanation will be explained based on the flowchart shown in FIG. 7. If the judgment in step 203 is YES, the speed is within a safe speed range even if the brake 23 is turned on, so step 203 is executed.
The program proceeds to step 205 to turn off the drive device 7 and turn on the brake 23, and then resets the timer in step 206 before returning to the main routine shown in FIG. 4.

On the other hand, if the judgment in step 203 is no, that is, if the vehicle speed is not within the speed range where the brake can be turned on, the acceleration/deceleration corresponding to the vehicle speed is read out from the ROM 18 and instructed. There is. When the process in step 204 is completed, the process returns to step 202 and the same process is repeated until the vehicle speed reaches a speed range where the brakes can be turned on. For example, as described above, the program proceeds to steps 205 and 206, turns on the brake, and then returns to the main routine.

Next, control when the emergency stop switch 22 is turned on will be explained. When the emergency stop switch 22 is turned on, the drive device 7 is directly turned off, the brake 23 is turned on, and the CPU 5 is placed in a hold state. Since the stop processing by the emergency stop switch 22 is directly performed by hardware without going through the CPU 5, safety in the event of an emergency is enhanced.

With the above control, in this example, the powered cart 1 is moved at the same intervals as a normal cart while pushing the hand bar 2 by hand, thereby pushing the extremely light weight cart. This means that you can transport your belongings in the same conditions as you would if you were there.

Next, a second embodiment shown in FIG. 9 will be described. In this second embodiment, in addition to the functions of the first embodiment described above, when the hand bar 2 is released, the motorized cart 1 is activated by the same process as when the stop switch 21 is turned on. It has an added function to stop it. Next, it will be explained in detail.

First, a metal touch plate 26 is provided on the hand bar 2 of the powered trolley 1 so as to wrap around the side surface thereof. This touch plate 26 is connected to the CPU 5 via a sense amplifier 27 made of a C-MOSIC or the like for amplifying the weak voltage that is generated. Note that the other configurations are the same as those in the first embodiment, so explanations will be omitted. (In order to simplify the explanation, FIG. 9 only shows the part mainly containing the sense amplifier 27, and other parts are omitted.) Next, the operation and effect will be explained based on FIG. 10. First, when the touch plate 26 is removed, the CPU 5 detects the loss of the signal from the sense amplifier 27 and generates an interrupt as shown in FIG.

Then, the routine shown in FIG. 10 starts, and first, in step 300, the touch plate 2 is
6-on interrupt is permitted, the timer is turned on in step 300, and the process proceeds to step 302.

Step 302 is a timer routine for determining the control cycle, but since the timer is initially turned on in step 301, the routine immediately advances to step 303, where the current speed of the vehicle is determined by the brake 23. A determination is made as to whether or not the speed is within a speed range where the switch can be turned on. If the answer is yes, the process proceeds to step 305; if the answer is no, the process proceeds to step 304, outputs the acceleration according to the current speed of the vehicle, and then returns to step 302.

The map referred to in steps 303 and 304 is the same map shown in FIG. 8 as used in the interrupt processing by the stop switch 21 described above.

On the other hand, if the determination in step 303 is YES, the process advances to step 305, where the touch plate 26 is
After masking the interrupt routine caused by turning on the brake, proceed to step 306, turn off the drive device 7, and turn on the brake 2.
3 is turned on, the timer is reset in step 307, and the process returns to step 100 of the main routine shown in FIG.

The above processing describes the interrupt processing when the touch plate 26 is removed.
Even if you take your hand off the touch plate 26, the touch plate 26 will not move again until the motorized cart 1 stops.
If it is grabbed, it is necessary to return to normal processing.

Therefore, in this example, in addition to the above-mentioned interrupt routine, an interrupt routine caused by turning on the touch plate 26 shown in FIG. 11 is provided.

To explain this, touch plate 26
When a hand touches , an interrupt occurs and the routine shown in FIG. 11 starts. In this routine, in step 400, the interrupt routine is first masked so that no interrupt occurs due to the touch plate 26 being turned on during processing of this routine, and then in step 401, the timer is reset, and the main routine shown in FIG. The routine now advances to step 103. That is, by moving the process to step 103, normal acceleration or deceleration processing is performed.

In this way, in this second embodiment, when the hand bar 2 is released, the motorized cart 1 can be automatically stopped in the same way as when the stop switch 21 is operated. .

For this reason, whenever the hand bar 2 is removed from the hand, the stop processing is performed, which further improves safety. Note that the other processes are the same as those in the first embodiment, so the explanation thereof will be omitted.

Next, a third embodiment shown in FIG. 12 will be described. In this third embodiment, whereas in the first embodiment the acceleration of the powered trolley 1 was calculated from the speed of the powered trolley 1, (in the first embodiment, in step 107 of the main routine, the previous speed The acceleration of the motorized truck 1 is directly determined using the accelerometer 19 (which calculates the acceleration from the difference between the current sampling speed and the current sampling speed), and predetermined control is performed based on this. Therefore, in this third embodiment, as shown in FIG. 12, the accelerometer 19 and the A/D
A converter 20 is newly provided for the control circuit 25 (in FIG. 12, only the accelerometer 19, A/D converter 20, and CPU 5 are shown and other circuits are omitted to simplify the explanation). , step 107 of the main routine shown in FIG.
As shown in FIG. 3, acceleration is input from an accelerometer 19.

In this way, in this third embodiment, the acceleration is determined by hardware using the accelerometer 19, so there is no measurement error due to slipping of the driving wheels 9, and there is no need for calculation time to determine the acceleration. It is characterized by the ability to obtain high-quality data and improve control accuracy.

(Effects of the Invention) As described above, in the present invention, the drive control device for a powered trolley measures the operational force applied by the operator to the trolley and the vehicle speed of the trolley at that time, and responds to these measured values. Since the configuration is configured to read acceleration/deceleration data from memory and control the speed of the motor, etc. based on this data, there is no need to worry about the hassle of driving a conventional motorized cart, and it is just like driving a light handcart. It has an excellent feature of being able to operate the cart as if pushing it. This has the effect of avoiding problems such as when the cart suddenly jumps out or suddenly stops due to unfamiliar operations.

[Brief explanation of the drawing]

FIG. 1 shows an embodiment of the present invention,
Fig. 1 is a block diagram showing a first embodiment of the control circuit, Fig. 2 is a perspective view showing a powered bogie, and Fig. 3 shows various running states of the powered bogie based on signals from the strain gauge and vehicle speed. An explanatory diagram showing the pattern, Fig. 4 is a flowchart showing the first embodiment of the main routine set in the ROM, and Fig. 5 is a diagram showing the relationship between the stress applied to the hand bar and the acceleration determined by it. , Figure 6 shows that the stress on the hand bar is 0.
Diagram for determining the acceleration at each vehicle speed in order to gently stop the powered truck when the
Fig. 7 is a flowchart showing the interrupt routine when the stop switch is turned on, Fig. 8 is a diagram showing the braking conditions when stopping the powered truck, and Fig. 9 is the main control circuit in the second embodiment. FIG. 10 is a flow chart showing the interrupt routine due to touch plate on in the second embodiment; FIG. 11 is a flow chart showing the interrupt routine due to touch plate off in the second embodiment;
FIG. 2 is a block diagram showing the main parts of the control circuit in the third embodiment, and FIG. 13 is a flowchart showing changes in the main routine in the third embodiment. 1...Motorized trolley, 2...Hand bar, 3...Strain gauge, 4...A/D converter, 5...CPU,
6...D/A converter, 7...driver, 8...
...Motor, 9...Driving wheel, 10...Speed sensor, 1
1...A/D converter, 17...RAM, 18
...ROM, 19...accelerometer, 20...A/D
Converter, 21... Stop switch, 22... Emergency stop switch, 23... Brake, 24... Start switch, 25... Control circuit, 26... Touch plate, 27... Sense amplifier.

Claims (1)

[Claims] 1. A drive control device for a powered trolley having a drive device such as a motor, which includes a first measuring device for measuring the operating force applied to the trolley by an operator, and a second measuring device for measuring the vehicle speed of the trolley. a measuring device; a memory for storing acceleration/deceleration data corresponding to the operating force and acceleration/deceleration data corresponding to the vehicle speed; The operating force and the vehicle speed are calculated, and when it is determined that the operating force exceeds a predetermined magnitude based on the calculation result, acceleration/deceleration data corresponding to the operating force is read from the memory, while the operating force is determined to be a predetermined magnitude. an arithmetic device that reads acceleration/deceleration data corresponding to the vehicle speed from the memory when it is determined that the vehicle speed does not exceed the vehicle speed and that the vehicle speed is not zero, and outputs an acceleration/deceleration instruction signal based on the read acceleration/deceleration data; 1. A drive control device for a powered truck, comprising: a drive device that controls the speed of the motor or the like based on a deceleration instruction signal.