JPH0796478A - Control device for vertical movement of handling mechanism of carrying device - Google Patents

Abstract

PURPOSE:To keep a handling mechanism in the horizontal condition by keeping the same rotational speed of a main driving motor as that of a sub driving motor, and appropriately correct the inclination of the handling mechanism at the initial position. CONSTITUTION:A motor speed deviation computing part 64 is provided in a sub control part 52B to control a sub motor 11B, the real deviation between the driving speed of a main motor 11A and the sub motor 11B is obtained, and the computed value is outputted to a speed control means 66 through a D/A converter 65. The previous speed command value for the sub motor 11B is inputted to this speed control means 66 through a CPU 51, a ratch circuit 58 and a D/A converter 59, the driving speed deviation obtained by the motor speed deviation computing part 64 is added to this previous speed command value to set the present speed command value to the sub motor 11B.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention
A handling mechanism supported by a frame to which these are connected in a suspending manner so as to be able to ascend and descend, and a plurality of drive motors individually provided to each traveling carriage raises and lowers the handling mechanism. The present invention relates to a control device.

[0002]

2. Description of the Related Art Conventionally, in an assembly line of a factory, it has been common practice to carry various articles by a carrying device that moves along a monorail. Examples of the transfer device include a traveling carriage having drive wheels that roll on a monorail, a handling mechanism that can be lifted up and down with respect to the traveling carriage, and a hoisting mechanism that raises and lowers the handling mechanism. Those equipped are known.

In the above-mentioned transport device, the traveling drive of the traveling carriage and the raising / lowering drive of the handling mechanism by operating the hoisting mechanism are performed by using the motor as a drive source. Particularly in recent years, in order to rationalize and downsize the drive system, one motor equipped on the traveling carriage is used both for traveling drive and for raising and lowering the handling mechanism, and the driving force of the motor is driven through the clutch means or the like. The state of being transmitted to
There is also known one that can be switched to a state in which it is transmitted to a hoisting mechanism.

[0004]

By the way, as a carrying device for carrying a large load, a plurality of traveling carriages are connected via a frame, and a plurality of hoisting mechanisms arranged on the frame make it relatively large. There is a thing that suspends the handling mechanism. In such a transfer device, it is general to provide a motor for traveling and a motor for raising and lowering the handling mechanism separately, but for the sake of rationalization, the motor provided in each traveling carriage is used for traveling. It is also preferable to use both for raising and lowering the handling mechanism.

As a structure for doing so, a plurality of hoisting mechanisms are connected to the motor of each traveling carriage through a transmission mechanism and a clutch means, and when the handling mechanism is moved up and down, the clutch means is fastened to each motor. It is conceivable to transmit the power of (1) to a plurality of hoisting mechanisms and control each motor so that they are individually driven at the same speed.

However, even if the respective motors are controlled in this way, a deviation in the driving speed occurs between the motors due to variations in the load of the hoisting mechanisms during ascent and descent, and the handling mechanism during the ascent and descent due to the accumulation of this deviation. There is a problem of tilting. Further, even if each motor is driven at the same speed, if the handling mechanism is tilted at the initial position, that is, in the raised position, the handling mechanism will always remain tilted, and this must be corrected.

The present invention has been made in order to solve the above problems, and when the hoisting mechanism for raising and lowering the handling mechanism is driven by the main and sub drive motors individually provided on the main and sub traveling carriages, respectively. In addition, by keeping the rotation speeds of the main and sub drive motors the same, the handling mechanism can be maintained in a horizontal state, and the handling mechanism lifting control of the transporting device that can appropriately correct the inclination of the handling mechanism at the initial position. The purpose is to provide a device.

[0008]

DISCLOSURE OF THE INVENTION The present invention is directed to a main and a secondary traveling carriage which are interconnected via a frame, a handling mechanism which is supported by the frame so as to be able to be lifted and lowered, and each of the traveling vehicles. The main and sub drive motors individually mounted on the carriage, and the hoisting mechanism that is driven by each of these drive motors to raise and lower the handling mechanism,
A device for controlling the raising and lowering of the handling mechanism based on information indicating the drive speed of each drive motor, comprising a main control unit for controlling the main drive motor and a sub control unit for controlling the sub drive motor. The sub control unit has a speed deviation calculation means for calculating a deviation between the actual drive speed of the main drive motor and the actual drive speed of the sub drive motor, and the previous speed command value for the sub drive motor. And a speed control means for generating a speed command value for the auxiliary drive motor in consideration of the calculation result of the speed deviation calculation means (claim 1).

Further, in the sub-control unit, the tilt state detecting means for detecting the tilt state of the handling mechanism when the handling mechanism is in the raised position, and the tilt state of the handling mechanism detected by the tilt state detecting means, The tilt state correction control means for driving and controlling either the main drive motor or the sub drive motor to correct the inclination of the handling mechanism by operating the winding mechanism is provided (claim 2).

[0010]

According to the present invention, when the handling mechanism is moved up and down, the drive speed of the sub drive motor is controlled so as to match the drive speed of the main drive motor according to the actual drive speed deviation between the main drive motor and the sub drive motor. As a result, the drive speeds between the main and sub drive motors are kept the same. Therefore, Lord,
Since the hoisting mechanisms driven by the sub drive motors are both driven at the same speed, the handling mechanism is surely moved up and down in the horizontal state (claim 1).

Further, when the handling mechanism is tilted at the initial position, that is, in the raised position, either the main or sub drive motor for correcting the tilt is driven to correct the handling mechanism to the horizontal state. (Claim 2).

[0012]

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

1 and 2 show an embodiment of a carrier device to which the handling mechanism lifting device of the present invention is applied, and FIG.
FIG. 3 is a schematic view showing a drive system of a transfer device and the like.

In these drawings, reference numeral 1 denotes a rail (monorail), which is hung from a ceiling of a factory assembly line via a support arm 2. The transport device that moves along the monorail 1 includes a plurality of traveling carriages, and in the illustrated embodiment, includes two main traveling carriages 3A and 3B.

The traveling carriages 3A and 3B are connected to each other below the monorail 1 via a frame 4 for supporting a handling mechanism, that is, to a frame 4 formed by connecting crosspieces in the front-rear direction and the left-right direction. The traveling vehicles 3A, 3B
The lower ends of are connected. A handling mechanism 5 is supported on the frame 4 so as to be able to move up and down in a suspended state via an elevating device composed of a plurality of hoisting mechanisms which will be described in detail later.

The handling mechanism 5 performs processing such as holding, loading, and unloading of luggage. In the illustrated example, the upper frame 6 located below the frame 4 and the upper frame 6 A pair of left and right movable frames 8 whose upper ends are attached via guide members 7, and a state in which both movable frames 8 are driven by a drive means (not shown) such as a motor and are separated from each other at a maximum interval, By moving over the state of approaching to a predetermined interval, processing such as holding of luggage can be performed.

Each of the traveling vehicles 3A and 3B is equipped with a main motor 11A and an auxiliary motor 11B which also serve as a drive source for traveling and a drive source for raising and lowering the handling mechanism, and these motors 11A and 11B are also provided. Drive wheels 12 that are driven by and roll on the monorail 1 are provided. Further, the traveling carriages 3A and 3B are provided with lower rollers and guide rollers which come into contact with the monorail from the lower side and the side surface side.
3B is supported with respect to the monorail 1.

As shown in FIG. 3, the traveling vehicles 3A,
In 3B, the output shaft 17 projects from the motors 11A and 11B, and the drive wheels 12 are placed on the output shaft 17.
Is rotatably supported, and a traveling clutch 18 composed of an electromagnetic clutch and a traveling brake 19 composed of an electromagnetic brake are arranged on both sides of the drive wheel 12. Then, the traveling clutch 18 is turned on and the traveling brake 19 is turned off.
When F, the power of the motors 11A and 11B is transmitted to the drive wheels 12. A timing pulley 21 is provided on the output shaft 17 at the side of the traveling clutch 18 for conduction to the lifting device, and the traveling carriage 3
A timing pulley 23 is provided on a horizontal shaft 24 pivotally supported at a connecting portion between the lower portions of A and 3B and the frame 4, and a timing belt 22 is stretched around these timing pulleys 21 and 23.

On the other hand, in the frame 4 for supporting the handling mechanism, a pair of hoisting mechanisms 26A driven by the power transmitted from the main motor 11A of the main traveling carriage 3A is provided on one side portion (left side in FIG. 2) of the frame 4. , 26A ', and a pair of hoisting mechanisms 26B, 26B' driven by the power transmitted from the auxiliary motor 11B of the auxiliary traveling vehicle 3B on the other side (right side in FIG. 2). . Each of the winding mechanisms 26A, 26A ', 26B, 26B'
Each have a drum 27, a belt 28 led out from the drum 27, and a guide roller 29. The drums 27 are arranged in the front-rear direction intermediate portions on both side portions of the frame 4 (in the left-right direction intermediate portion in FIG. 1). ), The guide rollers 29 are arranged on both front and rear sides (both left and right sides in FIG. 1) of both side portions of the frame 4, and the belts 28 led out from the respective drums 27 pass downward through the respective guide rollers 29. In the extended state, the tip of each belt 28 is joined to the upper frame 6 of the handling mechanism 5. That is, the handling mechanism 5 includes the four belts 2 that are led out from the respective drums 27.
8 is supported.

A pair of hoisting mechanisms 26 at the one side portion
A and 26A 'rotate synchronously when the timing gears 31 and 32 provided at the shaft ends of the drums 27 mesh with each other, and the pair of winding mechanisms 2 on the other side portion.
6B and 26B 'are also configured to rotate synchronously by the timing gears 31 and 32 at the shaft ends of the drums 27 meshing with each other, whereby the winding mechanism 26A.
Also, the amount of the belt 28 drawn out from the winding mechanism 26A 'is made equal. Similarly, the winding mechanism 2
6B and the amount of the belt 28 drawn out from the winding mechanism 2B 'are also equal.

As shown in FIG. 3, the transmission mechanism for transmitting the power from the main motor 11A of the traveling carriage 3A to the hoisting mechanisms 26A and 26A 'is provided with the bevel gear 3 on the horizontal shaft 24 as shown in FIG.
3, 34, the vertical axis 35 and the bevel gears 36, 37, the input shaft 38, the sprocket 39 rotatably supported on the input shaft 38, and the timing gear 3
It has a sprocket 40 attached to the shaft of one of the two drums 27 that are interlocked via 1, 32, and a chain 41 hung on these sprockets 39, 40. Further, on both sides of the sprocket 39 on the input shaft 38, a lifting clutch 42 composed of an electromagnetic clutch and a lifting brake 43 composed of an electromagnetic brake are provided. The auxiliary motor 11B of the auxiliary traveling vehicle 3B
The transmission mechanism for transmitting the power from the power source to the hoisting mechanisms 26B and 26B 'is similarly configured.

When the lifting clutch 42 and the lifting brake 43 of both transmission mechanisms are ON and the lifting brake 43 is OFF, the power of the motors 11A, 11B is raised by the hoisting mechanisms 26A, 26.
A ', 26B, 26B' are transmitted.

By the way, the frame 4 has first and second limit SWs for detecting the tilted state of the handling mechanism 5 when the handling mechanism 5 is in the raised position.
71a and 71b (shown in FIG. 4) are provided. Specifically, the first portion is provided on one side portion (left side in FIG. 2) of the frame 4.
The limit SW 71a is provided with the second limit SW 71b on the other side portion (right side in FIG. 2) of the frame 4,
Both limit SWs 71a and 71b are turned on only when the handling mechanism 5 is raised in a horizontal state.

The control system for the motors 11A and 11B is constructed as shown in FIG. This will be described in detail. A controller 50 that controls the drive of the motors 11A and 11B includes a CPU 51 that controls the transport device, a main controller 52A that controls the drive of the main motor 11A, and a sub motor 11B. And a sub-control unit 52B for controlling the drive of the main control unit 52A. In the illustrated embodiment, the CPU 51 is integrally incorporated in the main control unit 52A. In addition, each of the motors 11A and 11B described above
Include encoders 56A and 56A for detecting the drive position.
B is provided and the signals from the encoders 56A and 56B are output to the control units 52A and 52B to obtain information on the drive position. In particular, the output signal from the encoder 56A is output as drive speed information by calculating the position change amount per unit time (differential value of the output of the encoder 56A) in the speed detecting means 57 of the main control unit 52A. It is supposed to be done.

The main controller 52A calculates the deviation value between the target position generated from the CPU 51 and the actual drive position output from the encoder 56A, and the position control means 53. A speed control means 54 for calculating and outputting a speed command value for the main motor 11A based on the calculated value and the actual drive speed from the speed detection means 57, and a current corresponding to the speed command value from the speed control means 54. Driver 5 for supplying the above to the main motor 11A
5, and controls the drive of the main motor 11A.

On the other hand, the sub-control section 52B has a motor speed deviation calculation section 64 for calculating the drive speed deviation between the main motor 11A and the sub motor 11B based on the signals output from the encoder 56A and the encoder 56B. It is provided.

The motor speed deviation calculating section 64 operates only when a control signal is input from the bed tilt detecting means 62, which will be described later. In this case, the main motor 11A and the auxiliary motor 11B per unit time are operated. Each motor 1 from the position change amount
The drive speeds of 1A and 11B are calculated, the speed deviation is obtained based on the calculated drive speed, and a signal corresponding to the calculated result is output to the speed control means 66 via the D / A converter 65, and the error detection means 68 is also added. It is designed to output to. At this time, when the speed deviation value in the motor speed deviation calculating section 64 is equal to or more than the predetermined value, the motors 11A,
An error signal is further output to the error processing means 70, which will be described later, assuming that some drive abnormality has occurred in 11B.

The speed control means 66 includes the CPU 5
The output signal from the latch circuit 58 connected to 1 is D / A
It is designed to be input via the converter 59,
The speed control means 66 calculates a speed command value for the auxiliary motor 11B from the information from the latch circuit 58 and the speed deviation value obtained by the motor speed deviation calculating section 64, and outputs the speed command value to the driver 67. Then, the driver 67 supplies a current according to the speed command value to the main motor 1B. Here, the speed command value obtained by the speed control means 66 is output to the driver 67 as described above, and at the same time, output to the latch circuit 58 via the CPU 51. That is, the speed command value output from the speed control means 66 is CP
It is temporarily held in the latch circuit 58 via U51, and is output to the speed control means 66 when the next speed command value is calculated in the speed control means 66. Then, the speed control means 66 determines the next speed command value by adding the speed deviation value obtained by the motor speed deviation calculation unit 64 to the speed command value.

The sub-control section 52B further incorporates a cargo bed tilt detection means 62 and a cargo bed tilt correction control means 63 connected thereto, and the cargo bed tilt detection means 6 is provided.
2 from the first and second limit SW 71a, 71b
While the N signal and the control signal from the speed torque switching means 61 which will be described later are input, the control signal is output from the platform inclination detecting means 62 to the motor speed deviation calculating section 64.

The bed platform inclination detecting means 62 is the first when the control signal is input from the speed torque switching means 61.
Also, the presence / absence of an input signal from the second limit SW 71a, 71b is determined. At this time, in the determination result, if only one of the ON signals of both the limit SWs 71a and 71b is input, the result is output to the platform tilt correction control means 63, and in the other cases, An operation command signal is output to the motor speed deviation calculator 64. In the platform tilt correction control means 63, in response to this, the platform tilt detection means 62 is provided with the limit SW 71a,
One of the motors 11A and 11B is driven and controlled until both ON signals of 71b are input, that is, until the handling mechanism 5 is in a horizontal state.

Further, the controller 50 has a speed / torque switching means 6 which is switch-controlled by the CPU 51.
1 is provided.

The speed / torque switching means 61 has a torque control state in which the motors 11A and 11B are driven with the same torque when the transport device is running, and the motors 11A and 11B when the handling mechanism 5 is moved up and down. Can be switched to a speed control state in which is driven at the same speed, and the CPU 51 controls the switching. That is, a state in which a speed command signal given from the speed control means 54 via the CPU 51 is output to the driver 67 and an error detection means 69, which will be described later, according to the traveling of the transport device and the lifting of the handling mechanism, and the lifting control. The speed / torque switching means 61 is in a state of outputting a command signal to the sub control unit 52B.
Can be switched. More specifically, when the speed torque switching means 61 is in the torque control state, the speed torque switching means 61 does not output the elevation control command signal. Therefore, the motor speed deviation computing section 64 is provided.
Is never activated. Then, the auxiliary motor 11B is supplied with a drive current corresponding to the speed command signal from the speed control means 54 inputted to the driver 67 via the speed torque switching means 61, whereby both motors 11B are driven.
A and 11B are driven with the same torque by the same drive current.

On the other hand, when the speed torque switching means 61 is in the speed control state, the speed command signal from the speed control means 54 is cut off by the speed torque switching means 61 and the elevation control command signal is output. In response to this, the platform tilt detection means 62 operates, and further, in response to the operation signal from the platform tilt detection means 62, the motor speed deviation computing section 64.
The speed control means 66 calculates the speed command value based on the drive speed deviation between the motors 11A and 11B as described above, and the drive current corresponding to the speed command value is supplied to the sub motor 11B. Supplied. As a result, secondary motor 1
The speed of 1B is controlled so that its drive speed matches the drive speed of the main motor 11A.

The error detecting means 69 outputs an error signal to the error processing means 70 when the speed command value generated by the speed control means 54 is a predetermined value or more. The error processing means 70 has the error detecting means 6 connected to the motor speed deviation calculating section 68 as described above.
8 is also inputted, and when the error signal is inputted from at least one of the error detecting means 68, 69, the respective drivers 55 of the main control section 52A and the sub-control section 52B, A control signal is output to 67. Then, the error processing means 70
When a control signal is output from each motor 11
When some abnormality occurs in the drive of A and 11B, the drive of the motors 11A and 11B is stopped, and the operator is notified of the error occurrence by the notifying means (not shown).

Now, the raising / lowering control of the handling mechanism 5 in the above-mentioned transfer device will be described with reference to the flowchart of FIG.

First, in step S1 of the figure, it is judged whether or not the transport device is switched from the traveling mode to the elevating mode. If the transport device is in the traveling mode, the process proceeds to step S3. In step S3, each traveling carriage 3
With the traveling clutch 18 in A and 3B being ON and the traveling brake being OFF, the motors 11A and 11B of both traveling carriages 3A and 3B are driven, and the power thereof is transmitted to the drive wheels 12 to drive both traveling. The trucks 3A and 3B travel along the monorail 1. In this case, as described above, C
Main controller 5 based on the target position generated from PU 51
The speed command value is calculated and output by the speed control means 54 of 2A, and the speed torque switching means 61 is brought into the torque control state, whereby both the motors 11A and 11B are speed command values from the speed control means 54. Is controlled based on At this time, the lifting clutch 42 is turned off and the lifting brake 43 is turned on, so that the handling mechanism 5 is held at the initial position, that is, the raised position.

On the other hand, in step S1, when the carrying device is set to the raising / lowering mode of the handling mechanism 5, that is, the traveling carriage 3 is moved to a predetermined position where work such as loading and unloading should be performed.
When A and 3B have been reached, the process proceeds to step S2.
In step S2, the traveling clutch 18 is turned off and the traveling brake is turned on to stop traveling, and the lifting clutch 42 is turned on and the lifting brake is turned off.
The power of both motors 11A and 11B is changed to the hoisting mechanism 26A, 26A ', 26B, 26B'.
Then, the lifting and lowering operation of the handling mechanism 5 is performed. At this time, first, the speed torque switching means 61
Is switched to the speed control state, and whether or not the handling mechanism 5 is in the horizontal state in step S4, that is, the ON signals from the both limit SWs 71a and 71b are the sub-control unit 5.
It is determined whether or not the input has been made to the 2B loading platform inclination detection means 62. Here, when the handling mechanism 5 is tilted (NO in step S4), step S11
Is moved to the traveling mechanism 3A in the handling mechanism 5.
Whether the side is in the raised position, that is, the limit SW71
It is determined whether or not the ON signal is input from a. At this time, when the traveling vehicle 3A side is in the raised position, that is, when the traveling vehicle 3B side is lowered, and therefore there is no ON signal input from the limit SW 71b (YES in step S11), the process proceeds to step S12. Here, the traveling carriage 3B in the handling mechanism 5
The sub motor 11B is driven to pull up the side. Then, when the handling mechanism 5 reaches the horizontal state, that is, when the ON signal from the limit SW 71b is input to the platform tilt detection means 62, the drive of the auxiliary motor 11B is stopped and the encoder 56b is reset, and step S4 is performed. Is returned to (steps S13, S1
4).

On the other hand, in the case of NO at step S11, the process proceeds to step S15 and whether or not the traveling carriage 3B side is in the raised position in the handling mechanism 5, that is, whether or not an ON signal is input from the limit SW 71b. The decision is made. At this time, when the traveling vehicle 3B side is in the raised position, that is, when the traveling vehicle 3A side is in a lowered state, and therefore no ON signal is input from the limit SW 71a (YES in step S11), the process proceeds to step S16. Here, the main motor 11A is driven in order to pull up the traveling carriage 3A side in the handling mechanism 5. Then, when the handling mechanism 5 reaches the horizontal state, that is, when the ON signal from the limit SW 71a is input to the platform tilt detection means 62, the main motor 1
The drive of 1A is stopped, the encoder 56a is reset, and the process returns to step S4 (steps S17 and S18).

Here, if the handling mechanism 5 is tilted in step S4 (always NO in step S4) but NO in steps S11 and S15, some abnormality is detected in the loading platform tilt detection means 62. If an error has occurred, the operator is informed by, for example, notifying means (not shown).

On the other hand, when it is determined in step S4 that the handling mechanism 5 is horizontal, the speed command value generated by the speed control means 54 of the main controller 52A is the CPU 51 and the sub controller 52B. Latch circuit 58
And to the speed control means 66 via the D / A converter, and the speed deviation value between the main motor 11A and the sub motor 11B is calculated in the motor speed deviation calculator 64 of the sub controller 52B (steps S5 to S5). S7). Then, when this calculated value is output to the speed control means 66 via the D / A converter 65, the speed control means 66
The speed deviation value is input to the speed command value input via the latch circuit 58 to determine the speed command value for the sub motor 11B, and the sub motor 11B is driven based on the speed command value (step S8, S9).

Then, in step S10,
It is judged whether or not a speed command is generated from the speed control means 66 of the sub control unit 52B, and if it is generated, the process returns to step S6, and thereafter, the sub control unit 52B.
The speed command value generated from the speed control means 66 is output to the speed control means 66 via the CPU 51, the latch circuit 58 and the D / A converter 65. Therefore, until the handling mechanism 5 reaches the target position, the speed deviation between the actual motors 11A and 11B is added to the speed command value generated from the speed control means 66 in the sub control unit 52B, and the sub motor 11B is added. Since the speed command value is set, by repeating this operation,
The sub motor 11B and the main motor 11A are driven at the same speed.

On the other hand, in step S10, when the speed command is not issued from the speed control means 66 (NO in step S10), that is, the handling mechanism 5 reaches the target position, and therefore the driving speed of the auxiliary motor 11B becomes 0. If so, the process is returned to the start and this flowchart is ended.

As described above, in the above-described transfer device, when the handling mechanism 5 is moved up and down, the motors 11A and 11B are moved.
By controlling the driving so that the driving speeds of the belts are the same, the amounts of the belts 28 derived from the winding mechanisms 26A, 26A ', 26B, and 26B' can be made to be the same. In that case, the horizontal state can be suitably secured.

Further, in the above embodiment, the inclination of the handling mechanism 5 is detected at the initial position, and if the inclination is generated, it is corrected. Even if they are the same, the handling mechanism 5 is prevented from inclining.

The specific construction of the carrier device is not limited to this example. For example, the motor for raising and lowering the handling mechanism 5 and the motor for traveling the carrier device may be individually provided without being combined. Can be appropriately changed without departing from the scope of the present invention.

[0046]

As described above, according to the present invention, the speed deviation of the sub-control unit for controlling the drive of the sub-driving motor in the carrying device in which the hoisting mechanism is operated by the main and sub-driving motors to raise and lower the handling mechanism. Since the calculation means obtains the actual drive speed deviation between the main drive motor and the sub drive motor, and the speed control means controls the sub drive motor in the direction in which this drive speed deviation disappears. The drive speed is controlled so as to surely match the drive speed of the main drive motor, so that the drive speeds of the main and auxiliary drive motors are kept the same. Therefore, when the handling mechanism is moved up and down, the hoisting mechanism is driven at the same speed, which ensures the horizontal state of the handling mechanism.

Further, while the handling mechanism is in the raised position, the tilt state detecting means for detecting the tilt state of the handling mechanism and the hoisting mechanism are operated according to the tilt state of the handling mechanism detected by the tilt state detecting means. The inclination of the handling mechanism at the initial position can be appropriately corrected by providing the inclination state correction control means for driving either the main drive motor or the auxiliary drive motor to correct the inclination of the handling mechanism.

[Brief description of drawings]

FIG. 1 is a schematic front view showing a carrying device to which a handling mechanism lifting / lowering control device of the present invention is applied.

FIG. 2 is a side view of the transfer device.

FIG. 3 is a schematic diagram showing a drive system of a transfer device.

FIG. 4 is a block diagram showing a control system of the transport device.

FIG. 5 is a flowchart showing an example of lifting control of a handling mechanism.

[Explanation of symbols]

 11A main motor 11B sub motor 50 controller 51 CPU 52A main control unit 52B sub control unit 53 position control unit 54, 66 speed control unit 55, 67 driver 56A, 56B encoder 57 speed detection unit 58 latch circuit 59, 65 D / A converter 61 speed torque switching means 62 bed tilt detection means 63 bed tilt correction control means 64 motor speed deviation calculation section 68, 69 error detection means 70 error processing means 71a first limit SW 71b second limit SW

Claims (2)

[Claims] 1. Mains connected to each other through a frame,
A sub-traveling vehicle, a handling mechanism supported by the frame so that it can be lifted up and down, a main drive motor and a sub-driving motor individually equipped in each traveling car, and driven by each of these drive motors. A device for controlling the raising and lowering of the handling mechanism based on information indicating the driving speed of each of the drive motors, including a winding mechanism for raising and lowering the handling mechanism, and a main control unit for controlling the main drive motor, A sub-control unit for controlling the sub-driving motor, wherein the sub-control unit calculates a deviation between an actual driving speed of the main driving motor and an actual driving speed of the sub-driving motor. A speed control for controlling the sub drive motor in a direction to eliminate the deviation by adjusting the control amount for the sub drive motor according to the deviation calculated by the speed deviation calculation means. Handling mechanism elevation control apparatus for conveying apparatus characterized by comprising a stage. 2. The sub-control unit includes tilt state detecting means for detecting a tilt state of the handling mechanism when the handling mechanism is in a raised position, and a tilt state detecting means for detecting a tilt state of the handling mechanism. 2. The transport apparatus according to claim 1, further comprising: tilt state correction control means for driving and controlling either the main drive motor or the sub drive motor so as to correct the tilt of the handling mechanism by operating the winding mechanism. Lifting control device for handling mechanism.