JPH08292813A - Travel control method for rail truck - Google Patents

Abstract

PURPOSE: To accurately recognize the position of the rail truck in a curve section and to prevent a following vehicle from colliding. CONSTITUTION: A communication trolley line L2 is arranged on the track wheree plural rail trucks M1-M3 travel. The trucks M1-M3 are each equipped with an encoder 13 which detects a travel quantity and a controller 16 which controls the truck according to the travel quantity. When the trucks M1-M3 travel in the curve section, one of the numbers p1-p3 of pulses is added to (n) pulses from the encoder 13 in a 1st correction section, one of the numbers of travel pulses is added to one pulse from the encoder 13 in a 2nd section, and one of the numbers P1-P3 of travel pulses is added to (n) pulses from the encoder 13 in a 3rd correction section.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling control method for a track guided vehicle having a plurality of tracks on a track.

[0002]

2. Description of the Related Art Conventionally, communication between a plurality of tracked vehicles traveling on a track and a ground control panel is carried out via a trolley wire arranged on the track, and the ground control panel drives the tracked vehicle. Etc. Each tracked carriage is equipped with a measuring wheel that rolls on a traveling rail that forms a track and an encoder that detects a rotation angle of the measuring wheel. The trolley-side controller provided in each track-guided truck counts the pulses from the encoder and determines the traveling position of the track-guided truck based on the count number (pulse number). Further, the number of pulses indicating the traveling position of each tracked vehicle is transmitted to the ground control panel via the trolley wire. The ground control panel is configured to monitor the traveling state of each tracked vehicle on a display device based on each pulse number of the tracked vehicle and to control the traveling of each tracked vehicle.

[0003]

However, in the curve section of the track, there is a problem that the traveling position of the guided vehicle cannot be accurately determined based on the pulse signal from the encoder due to the characteristics such as the curvature of the curve section. . Moreover, the encoders provided for each tracked truck have machine differences, and the number of pulses output from each encoder for the same distance is different for each tracked truck due to machining wheel machining errors. There is a problem that there is an error in. Therefore, there is a problem in that the inter-vehicle distance between the guided vehicles cannot be accurately determined by the number of pulses from each encoder.

On the other hand, there has been proposed a technique in which, for example, a track guided vehicle is equipped with a collision prevention device for determining a distance between the tracked vehicles and preventing a collision between the tracked vehicles. The collision prevention device is composed of an optical communication device used when the track guided vehicle travels in a straight section and a collision prevention radar used when traveling in a curved section. The optical communication device and the collision prevention radar determine the position of the guided vehicle in front of the guided vehicle so that the guided vehicles do not collide with each other.

However, the device units such as the optical communication device and the collision prevention radar are expensive, and there is a problem that the cost of the track guided vehicle itself is increased. Further, adjustment of the sensitivity of the optical communication device and the collision prevention radar is a difficult task, so skill is required, and there is a problem that the work efficiency is remarkably reduced.

Furthermore, since the optical communication device and the collision prevention radar have different sensing abilities such as a sensing distance, the position of the tracked vehicle traveling ahead is particularly high in the boundary area between the curved section and the straight section. However, there is a problem in that it is not possible to accurately determine the above, and it is not possible to control the stop or the like of the guided vehicle with high accuracy.

The present invention has been made to solve the above problems, and its purpose is to accurately recognize the position of a track guided vehicle in a curve section and prevent a rear-end collision of a following vehicle. It is to provide a traveling control method for a track guided vehicle capable of performing the above.

[0008]

In order to solve the above problems, the invention according to claim 1 is a track guided vehicle in which a plurality of tracked trucks travel on a predetermined track consisting of a straight section and a curved section. In the travel control method of the above, in the straight line section, while increasing the carriage travel amount from the reference position of the tracked carriage by the detection amount from the travel distance detection means for detecting the traveled amount of the tracked carriage, the curved section is It is divided into a curve start section, a curve middle section and a curve end section,
When the vehicle travels in the curve section, the vehicle travel amount of the track guided vehicle is increased in the curve start section by the first predetermined travel amount which is smaller than the detection amount from the travel amount detection means, and in the middle section of the curve. The traveling amount of the guided vehicle is increased by the amount detected by the amount detecting means, and the traveling amount of the guided vehicle is increased by a second predetermined amount which is larger than the amount detected by the traveling amount detecting means in the curve end section. The gist is to increase the amount of traffic and to recognize the traveled amount of the guided vehicle by the traveled amount of the bogie.

According to a second aspect of the present invention, in the first aspect of the present invention, the traveling amount for one round of the track is measured in advance by the traveling amount detecting means, and the traveling amount for one round and the bogie of the track guided vehicle. The gist of this method is to obtain the ratio of the traveling amount as a traveling ratio and to recognize the traveling position of each track guided vehicle by the traveling ratio.

A third aspect of the present invention is characterized in that, in the first or second aspect of the invention, the traveling amount detecting means outputs a pulse signal indicating a traveling amount of the track guided vehicle.

Therefore, according to the first aspect of the invention, the guided vehicle travels on a predetermined track. The tracked carriage detects the traveling amount by the traveling amount detecting means provided on its own truck. In this case, in the straight section, the traveling amount of the guided vehicle from the reference position of the guided vehicle is increased by the detection amount from the traveling amount detecting means for detecting the traveling amount of the guided vehicle. When the vehicle travels in a curve section, the travel amount of the bogie from the reference position of the track guided vehicle is increased by the first predetermined travel amount which is smaller than the amount detected by the travel amount detection means in the curve start section. In the middle section of the curve, the traveling amount of the track guided vehicle is increased by the amount detected by the traveling amount detecting means. In the curve end section, the trolley travel amount of the track guided vehicle is increased by a second predetermined travel amount which is larger than the detection amount from the travel amount detection means. Then, the traveling position of the guided vehicle is recognized based on the traveling amount of the truck.

According to the second aspect of the present invention, the running amount for one round of the track is measured in advance by the running amount detecting means, and the ratio between the running amount for one round and the bogie running amount of the track guided vehicle is calculated. It is calculated as a traveling ratio, and the traveling position of each track guided vehicle is recognized based on the traveling ratio.

According to the third aspect of the present invention, since the traveling amount is the number of traveling pulses, the traveling position of the track guided vehicle can be easily determined.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to FIGS. FIG. 1 shows a transportation system for transporting loads such as various parts by using a guided vehicle in an assembly plant or the like, and FIG. 2 shows the guided vehicle.

The transport system 1 is provided with a plurality (three in this embodiment) of tracked vehicles M1, M2 and M3, and the tracked vehicles M1 to M3 are formed by a track V formed by a traveling rail 2. It is designed to run unattended in the direction of arrow A above. The track V forms a closed loop, and is composed of a straight section 3 in which the guided vehicles M1 to M3 travel straight and a curved section 4 that curves. The curved section 4 is formed by two types of a right curved section 4a where the guided vehicles M1 to M3 curve to the right and a left curved section 4b where the tracked vehicles M1 to M3 curve to the left.

Further, on the track V, first and second stations ST1 and ST2 for delivering and receiving loads are formed. At the stations ST1 and ST2, there are guided vehicles M1 to M.
Numeral 3 is designed to perform delivery work of the load to be transported. In this case, the first station ST1 is a reference station that serves as a reference position for traveling of the track guided vehicles M1 to M3, and the first station ST1 includes a ground station that controls the track guided vehicles M1 to M3. A control board 5 is provided. The ground control panel 5 is mounted on the guided vehicles M1 to M3 by R,
A power supply device 6 for supplying a three-phase power supply (200 V) for each of the S and T phases is connected. Further, the ground control panel 5 is provided with a ground controller 7 for controlling the guided vehicles M1 to M3 and a display device 8 capable of monitoring the traveling states of the guided vehicles M1 to M3.

As shown in FIGS. 1 and 3, the traveling rail 2 is provided with dogs 9a at positions corresponding to the stations ST1 and ST2. In this case, two dogs 9a are attached to the position corresponding to the first station ST1 at predetermined intervals. Also, the second station ST2
One dog 9a is attached to the position corresponding to.

Further, the traveling rail 2 has each curved section 4
Dogs 9b are provided at the start position and the end position.
Then, in the case of the start position, the two dogs 9b are attached at predetermined intervals, and in the case of the end position, one dog 9b is attached.
b is attached. Further, the start position of the right curve 4a and the start position of the left curve 4b are distinguished by the interval between the two dogs 9b attached. For example, the interval between the dogs 9b attached to the start position of the right curve 4a is set larger than the interval between the dogs 9b attached to the start position of the left curve 4b.

A magnetic tape 10 is attached to each curved section 4 of the traveling rail 2. Further, various trolley wires L are arranged on the traveling rail 2, and as shown in FIG.
Power supply and communication between the tracked vehicles M1 to M3 and the ground control panel 2 are performed via the trolley wire L.
That is, the trolley wire L is composed of a power feeding trolley L1 including three power supplies for each phase of R, S, and T, and a single communication trolley wire L2.

A traveling motor 19 shown in FIG. 4 is provided in each of the guided vehicles M1 to M3, and power is supplied to the traveling motor 19 from the ground control panel 2 via the power feeding trolley line L1. Then, drive wheels 19 driven by the traveling motor 19
As a rotates on the rail 2, each tracked carriage M
1 to M3 run on the rail 2.

The track guided vehicles M1 to M3 are provided with a transfer section 11,
The load is conveyed by traveling with the load placed on the transfer unit 11, and the work placed on the transfer unit 11 is delivered at each of the stations ST1 and ST2. There is. The transfer section 11 is driven by a transfer motor 20 shown in FIG. 4 built in each of the guided vehicles M1 to M3.

The track rails M1 to M3 are provided with traveling rails 2
A measuring wheel 12 rolling on the inner side surface 2a of the vehicle is provided, and an encoder 13 as a traveling amount detecting means for detecting a rotation angle of the measuring wheel 12 is provided.

Further, the track guided vehicles M1 to M3 are provided with dog detecting sensors 14a and 14b made of photo interrupters for detecting the dogs 9a and 9b and a magnetic detecting sensor 15 for detecting the magnetic tape 9. There is. And
When the guided vehicles M1 to M3 determine that the vehicle has passed the starting position of the curved section 4 based on the detection of the dog 9b, the traveling speed is reduced.

Further, the guided vehicles M1 to M3 are provided with a controller 16 shown in FIG. 4, and the controllers 16 and the ground side controller 7 of the ground control panel 5 and the communication trolley line L are provided.
It communicates via 2 and controls operation etc. of track guided vehicles M1-M3.

Next, the electrical configuration of the guided vehicle M1 to M3 side configured as described above will be described with reference to FIG. First, the ground control panel 5 side will be described.

The ground control panel 5 is provided with a power supply circuit 17 connected to the power supply device 6. This power circuit 1
7 is connected to the power feeding trolley line L1. A ground controller 7 is provided on the ground control panel 5, and the ground controller 7 is connected to the communication trolley line L2. Further, the display device 8 is connected to the ground-side controller 7, and the traveling state of the track guided vehicles M1 to M3 is monitored based on the data from the track guided vehicles M1 to M3 communicated via the communication trolley L2. It is like this.

Next, the electrical structure of the guided vehicles M1 to M3 will be described. The inverters 18 provided on the track guided vehicles M1 to M3 are electrically connected to the power feeding trolley line L1 via a current collector (not shown), and power of each phase from the ground control device 5 is supplied. . Further, the inverter 18 includes a traveling motor 19 and a transfer motor 20.
Is connected, and the inverter 18 controls the power source from the ground control device 5 to drive both motors 19 and 20.

The controller 16 provided on the track guided vehicles M1 to M3 is electrically connected to the communication trolley line L2 via a current collector (not shown), and can communicate with the ground side controller 7 via the communication trolley line L2. It is provided in. The controller 16 is connected to the inverter 18 and controls the driving of the traveling motor 19 and the transfer motor 20.

Further, the controller 16 is connected to the dog detection sensors 14a and 14b, the magnetic detection sensor 15 and the encoder 13. The dog detection sensor 14a detects the dog 9a and outputs a station detection signal to the controller 1
6 is output. The dog detection sensor 14b detects the dog 9b and outputs a curve detection signal to the controller 16. The magnetic detection sensor 15 detects the magnetism of the magnetic tape 9 and outputs a magnetic detection signal. The encoder 13 detects the rotation angle of the measurement wheel 12 and outputs a pulse (pulse signal) as a detection amount to the controller 16 for each predetermined rotation angle.

Based on the station detection signal, the controller 16 determines that the current traveling positions of the guided vehicles M1 to M3 are at the stations ST1 and ST2. That is, the controller 16 receives the first station detection signal and then the second station detection signal after traveling a predetermined distance, that is, the first station ST.
When the dog detection sensor 14a detects the two dogs 9a provided in No. 1, it is determined that the station is the first station ST1. Also, the controller 16
After the first station detection signal is input, if the second station detection signal is not input even after traveling for a predetermined distance, that is, one dog 9a provided in the second station ST2 is connected to the dog detection sensor 14a. Is detected, the station is determined to be the second station ST2.

The controller 16 determines a curve start position and a curve end position based on the curve detection signal. That is, the controller 16 determines that the track guided vehicles M1 to M3 are at the curve start position when the second curve detection signal is input after a predetermined distance traveled after the first curve detection signal is input. To do. If the second curve detection signal is not input after a predetermined distance after the first curve detection signal is input, it is determined that there are track guided vehicles M1 to M3 at the curve end position. In this case, the controller 16 determines whether the curve to be started is the right curve or the left curve in the curve start section, based on the traveling intervals at which the first and second curve detection signals are input.

The controller 16 determines the traveling positions of the track guided vehicles M1 to M3 based on the pulse signal from the encoder 13. In this case, the controller 16 sequentially counts the pulses from the encoder 13 with the first station ST1 as a reference, and the number of pulses as the counted traveling amount of the carriage (hereinafter, referred to as "the number of traveling pulses") p.
The traveling positions of the track guided vehicles M1 to M3 are determined based on. That is, the traveling position of each tracked vehicle M1 to M3 corresponds to the number of traveling pulses p1 to p3 of each tracked vehicle M1 to M3.

Further, in each controller 16, the number of pulses for one round of the corresponding track guided vehicles M1 to M3 (hereinafter referred to as "the number of pulses for one round".) P1 to P3 is set in advance for each tracked vehicle M1. Each controller 16 obtains and stores the number of pulses by rotating M3, and the number of pulses P1 to P3 for one rotation and the number of traveling pulses p1 to p3 at that time.
By the above, the traveling ratios X1 to X3 indicating the ratio of the positions of the track guided vehicles M1 to M3 at present from the first station ST1 are calculated. This running ratio X1
~ X3 is calculated and is expressed by the following equation [1].

Xn = pn / Pn n = 1, 2, 3 ... [1] That is, each tracked vehicle M1 to M3 determines its own traveling position by the traveling ratios X1 to X3 represented by the ratio. .

Further, each controller 16 has identification data unique to the own vehicle for distinguishing its own track guided vehicles M1 to M3 from other vehicles, and together with this identification data, the controller 16 has various data. Is output. That is, the controller 16 calculates the calculated traveling ratios X1 to X3 together with the identification data from the communication trolley line L2.
Output to.

The data of the respective traveling ratios X1 to X3 are input to the ground side controller 7 through the communication trolley line L2 together with the identification data, and the display device 8 shows the respective positions of the track guided vehicles M1 to M3. Is displayed.

Further, various data such as the identification data and the traveling ratio which are communicated on the communication trolley line L2 are stored in each track carriage M.
The controllers 16 of 1 to M3 can read it appropriately, and each controller 16 identifies from which guided vehicle M1 to M3 the data is based on the identification data. That is, the controller 16 of the track guided vehicle M1 determines the position of the track guided vehicle M2, M3 based on the data of the traveling ratios X2, X3 output from the controllers 16 of the other track guided vehicles M2, M3 onto the communication trolley line L2. Can be judged. Similarly, the controllers 16 of the track guided vehicles M2 and M3 are also other track guided vehicles based on the data of the traveling ratios X1 to X3 output from the controllers 16 of the other track guided vehicles M1 to M3 onto the communication trolley line L2. M1
The position of M3 can be determined.

Therefore, the controller 16 of each track-guided vehicle M1 to M3 determines the traveling ratio X1 of each track-guided vehicle M1 to M3.
~ Tracked vehicles M1 to M located in front and rear from the data of X3
3 can be judged. For convenience of explanation, in the present embodiment, the guided vehicles M1, M2, M3 are arranged in this order from the front.

Further, each controller 16 determines the inter-vehicle distance to the guided vehicles M1 to M3 traveling ahead. For example, the controller 16 of the tracked vehicle M2 calculates and determines the following distance between the tracked vehicle M1 and the tracked vehicle M1 traveling in front of it.

FIG. 5 schematically shows two guided vehicles M1 and M2 traveling in the straight section 3 in this case. If the total length of the tracked carriages M1 and M2 is Ha and the distance between the measurement wheels 12 of the tracked carriages M1 and M2 (hereinafter, referred to as “track distance”) is Hb, the tracked carriage M1 is M1.
The inter-vehicle distance H between M2 is the track distance Hb and the tracked carriage M1.
It is obtained by the difference from the total length Ha of M3. That is, the distance H between the track guided vehicles M1, M2 is obtained by the following equation [2].

H = Hb-Ha ... [2] The track distance Hb is the number of running pulses p1 to p3 counted by the track guided vehicles M1 to M3, and the pulse P1 for one round.
It can be obtained from P3 and the traveling ratios X1 to X3.

That is, in FIG. 5, the preceding traveling position of the track guided vehicle M1 is the traveling ratio X1 (= p1a / p1; p1).
a is represented by the number of travel pulses counted by the guided vehicle M1 from the first station ST1 to the travel position at that time).

Further, the traveling position of the succeeding tracked vehicle M2 at that time is the traveling ratio X2 (= p2b / P2; p2b is a traveling pulse counted by the tracked vehicle M2 from the first station ST1 to the traveling position at that time). It is represented by.

When the number of traveling pulses p2a when the trailing guided vehicle M2 arrives at the traveling position of the preceding guided vehicle M1 is p2a / P2 = p1a / P1 = X1 From p2a = P2.p1a / P1 = P2 · X1. Therefore, the orbital distance Hb is Hb = p2a-p2b = P2.X1-p2b.

On the other hand, the total length Ha is a value obtained in advance, and the value replaced with the number of pulse signals from the encoder 13 is set and stored as the total length pulse number.

Therefore, the equation [2] becomes H = p2a-p2b-Ha = P2.X1-p2b-Ha ... [3]. That is, the inter-vehicle distance H from the tracked bogie M1 to the preceding tracked bogie M1 can be obtained by the total length Ha and the traveling ratio X1 of the preceding tracked bogie M1 from time to time.
That is, as is clear from the equation [3], the traveling ratio X1
(= P1a / P1) is the number of running pulses p1a at that time with respect to the number of pulses for one round obtained by the track guided vehicle M1.
Is the ratio of Therefore, the guided vehicle M1 at that position
Even if the traveling pulse numbers p1a and p2a are different from each other, the traveling ratio X1 and the traveling ratio X2 of the other guided vehicle M2 are the same.

In other words, for example, the track guided vehicles M1 to M
Even if there is a design error in each of the measuring wheels 12 provided in No. 3, the error does not appear. Therefore, each tracked carriage M1
M3 can measure the traveling position and the inter-vehicle distance H without being affected by the design error of other track guided vehicles.

FIG. 6 schematically shows two guided vehicles M1 and M2 traveling in the curved section 4. in this case,
A point on the track V at the rear end of the guided vehicle M1 and the guided vehicle M2
The inter-vehicle distance H obtained by connecting a straight line to the point on the track V at the front end of does not indicate the closest distance between the track guided vehicles M1 and M2. In the curve section 4, the tracked vehicles M1, M2 come closest to each other on the center side of the curve. That is, the right curve section 4a is inside the track V, and the left curve section 4b is inside the track V.
Outside of. Therefore, this closest distance (hereinafter,
It is called "corrected vehicle distance". ) We need to find K.

That is, as shown in FIG. 7, each track guided vehicle M
When the controller 16 of 1 to M3 passes the start position of the curve section 4, it obtains by counting the pulse signals output from the encoder 13 for a certain fixed curve distance (first correction section as the curve start section). A correction is added to the traveling pulse numbers p1 to p3. Next, in the section from the first correction section to the end position of the curve section 4 (the second correction section as the middle section of the curve), the pulse signal output from the encoder 13 is counted and corrected. Without being added to the running pulse numbers p1 to p3. Further, the traveling pulse number p1 obtained by counting the pulse signals output from the encoder 13 for a certain straight line distance passing through the end position of the curve section 4 (the third correction section as the curve end section) Add a correction to p3.

In the first correction section, correction is performed so that, for example, the number of pulses output from the encoder 13 is n, and one of the values of the running pulse numbers p1 to p3 is added.
That is, the number of pulses (first predetermined traveling amount), which is smaller than the number of pulses output from the encoder 13, is added to the traveling pulse numbers p1 to p3. This n is an integer, and in the present embodiment, it is set to increase as the vehicle travels in the first correction section.

In the second correction section, the traveling pulse numbers p1 to p3 are added by one to one pulse output from the encoder 13 as in the straight section 3 described above.

In the third correction section, correction is made so that the value of the traveling pulse number p1 to p3 is added to one pulse signal output from the encoder 13, for example. That is, the number of pulses (second predetermined traveling amount), which is larger than the number of pulses output from the encoder 13, is added to the traveling pulse numbers p1 to p3. In this case, in the third correction section, the corrections in the first and second correction sections are gradually released. This n is an integer, and in the present embodiment, it is set to increase as the vehicle travels in the third correction section.

For example, when the preceding tracked vehicle M1 plunges from the straight section 3 into the curved section 4, the relative speed with respect to the subsequent tracked vehicle M2 traveling in the straight section 3 is apparent in the first correction section. It's getting late. Therefore, the number of traveling pulses p1 to p3 for n pulse signals
Is corrected so that one value is added, and the rate at which the traveling rate X1 increases is gradually reduced. Therefore, when the tracked vehicle M2 calculates the inter-vehicle distance H, the traveling ratio X corrected so that the increase rate becomes small when the preceding tracked vehicle M1 is traveling in the first correction section.
It is done using 1.

Next, the leading track guided vehicle M1 rushes into the second correction section and follows the tracked track vehicle M in the curve section 4.
When 2 enters, the change in direction with respect to the traveling distance is the same until the preceding tracked vehicle M1 passes the end position of the curve section 4. Therefore, as in the case of the straight line section 3, by adding one value of the traveling pulse number p1 to p3 to one pulse signal output from the encoder 13, both of the guided railcars M1 and M2 are combined. The vehicle travels under the same conditions and the traveling ratio X1 is set to be the same as that of the straight section 3. Therefore, when the tracked vehicle M2 calculates the inter-vehicle distance H, when the preceding tracked vehicle M1 is traveling in the second correction section, the difference determined in the first correction section is included. It is performed using the running ratio X1. Next, when the preceding tracked vehicle M1 rushes into the straight section 3 from the curved section 4, in the third correction section, the subsequent tracked vehicle M2 traveling in the curved section 4 is compared with the tracked vehicle M1. Come away. That is, the preceding track guided vehicle M1
, The relative speed with respect to the track guided vehicle M2 is apparently increased. Therefore, the value of the traveling pulse numbers p1 to p3 is corrected so as to be added to one pulse signal, and the traveling rate X1 is gradually increased. Therefore, when the tracked vehicle M2 calculates the vehicle-to-vehicle distance H, the traveling ratio X1 corrected so that the rate of increase is increased when the preceding tracked vehicle M1 is traveling in the third correction section. Done using.

The first to third correction sections and correction values are set in advance, and when the track guided vehicles M1 to M3 pass through the third correction section, the traveling pulse numbers p1 to p3 are corrected respectively. It is set to have the same value as when it is counted without being corrected in the section. FIG. 7 shows the relationship of the traveling pulse numbers p1 to p3 with respect to the correction section.

The corrected number of traveling pulses p1 to p
The first counter 21 for counting 3 is the controller 1
Built in 6. Further, the controller 16 has a second counter 22 built therein, and unlike the first counter 21, the second counter 22 sequentially counts the pulse signals from the encoder 13. Therefore,
The first counter 21 and the second counter 22 are different as shown by the solid line (first counter) and the broken line (second counter) in FIG. 7 from the first correction section to the third correction section. Value, otherwise the same.

Further, the correction of the traveling pulse numbers p1 to p3 is made different between the right curve section 4a and the left curve section 4b. This is because the mounting position of the measuring wheel 12 is provided on the right side with respect to the traveling direction, so that the right curve section 4
This is because the curvature of the rail 2 on which the measuring wheel 12 rolls differs between a and the left curve section 4b. In this case, the degree of correction in the left curve section 4b is set to be larger than that in the right curve section 4a.

Then, the controller 16 obtains the corrected inter-vehicle distance K as follows. The corrected inter-vehicle distance K is different only in how to obtain the track distance Hb obtained by the inter-vehicle distance H. That is, it can be obtained by K = Hb-Ha ... [4], and in this case, Hb = p2a-p2b = P2 · X1-p2b.

At the corrected inter-vehicle distance K, the traveling ratio X1 (= p1 / P1) in the above equation is the corrected traveling pulse number p1.
Is calculated. Then, the traveling pulse number p2 in the above equation
b uses the number of uncorrected pulses. That is, the second
The value counted by the counter 22 is used, and the value of the first counter 21 is not used.

That is, the position of the trailing guided vehicle M2 uses the uncorrected traveling pulse number, and the position of the preceding guided vehicle M1 uses the traveling ratio using the corrected traveling pulse number. The corrected inter-vehicle distance K, which is the distance of the portion where the two-track guided vehicles M1 and M2 are closest to each other, is obtained.

Controller 1 of each track guided vehicle M1 to M3
The allowable inter-vehicle distance is preset in 6, and the controller 16 compares the inter-vehicle distance H and the corrected inter-vehicle distance K with the permissible inter-vehicle distance, and when the inter-vehicle distance H and the corrected inter-vehicle distance K become smaller than the permissible inter-vehicle distance. The traveling motor 19 is decelerated.

Next, the operation of the controller 16 configured as described above will be described with reference to the flow charts shown in FIGS. First, before starting the normal operation for carrying a load on the track guided vehicles M1 to M3, the reference station S
A learning operation is performed to go around the trajectory V from T1. That is, by this learning operation, the controller 16 of each of the guided vehicles M1 to M3 stores the pulses P1 to P3 for one round in advance and then starts the normal operation.

During normal operation, as shown in FIG. 8, in step (hereinafter simply referred to as “S”) 101, the controller 16 causes the controller 16 of the other guided vehicles M1 to M3 to communicate with the communication trolley line L2. The traveling ratios X1 to X3 indicating the traveling positions output to are input to determine the traveling positions of the other track guided vehicles M1 to M3. And S10
2, the controller 16 uses other track guided vehicles M1 to M3.
The guided vehicles M1 to M3 traveling immediately before from the position of are determined.

In this state, the guided vehicles M1 to M
3 travels based on a command signal from the ground control panel 5, and, for example, in S103, the target station (for example, the second station ST2) to which the load should be transferred is input from the ground control panel 5. Drive toward the second station ST2.

Then, during this traveling, in S104,
The controller 16 is a track guided vehicle M1 to M traveling immediately before.
While inputting the data of 3, it is judged whether the inter-vehicle distance H or the like is sufficiently secured. That is, the controller 16 determines whether or not the inter-vehicle distance H in the straight section 3 and the corrected inter-vehicle distance K in the curved section 4 are equal to or greater than the allowable inter-vehicle distance. If the inter-vehicle distance H or the corrected inter-vehicle distance K is equal to or greater than the permissible inter-vehicle distance, the normal traveling is continued in S105. If the inter-vehicle distance H or the corrected inter-vehicle distance K is less than the allowable inter-vehicle distance, the vehicle is decelerated or stopped in S106 to secure a predetermined distance.

Then, in S107, the controller 16
Judges whether or not it has reached the target second station ST2, and if it has not arrived, moves to S104 again. When the target second station ST2 is reached, the traveling motor 19 is stopped and the guided vehicles M1 to M3 are stopped at the station ST2 in S108. Further, in S109, the controller 16 determines whether or not transfer such as delivery of a load is performed. Then, when the transfer motor 20 is drive-controlled and the transfer operation is not performed, when the transfer operation is performed, the transfer operation is performed in S110, and then the process proceeds to S103. It is operated based on the control from.

Next, a process of outputting the own traveling ratios X1 to X3 which are output to the track guided vehicles M1 to M3 when the inter-vehicle distance H or the corrected inter-vehicle distance K is obtained will be described with reference to the flowchart shown in FIG. .

When the track guided vehicles M1 to M3 are traveling,
Based on the presence / absence of the dog detection signal from the dog detection sensor 14b in S201 and S202, the controller 16 determines
It is determined whether the traveling section is the right curve section or the left curve section 4a, 4b. That is, it is determined whether the traveling section is the first or second correction section.

When the traveling section is neither the right curve section nor the left curve section 4a, 4b, the contra-roller 16 judges that the traveling section is not the curve section 4 but the straight section 3, The process moves to S203. Further, in S203, the controller 16 determines whether or not it is the third correction section in the linear section 3. That is, the controller 16 determines whether or not the traveling pulse numbers p1 to p3 have been corrected in the straight section 3. When the traveling pulse numbers p1 to p3 have not been corrected, the controller 16 determines that the traveling section is the normal straight section 3 which is not the third correction section, and proceeds to S204. At this time, the controller 16
Is the number of uncorrected running pulses p1 in S204.
The driving ratios X1 to X3 are calculated based on .about.p3, and the driving ratios X1 to X3 are output on the communication trolley line L2.

In S201, the controller 16
A dog detection signal is input to the controller 16, and the controller 16 determines that the traveling section is the right curve section 4a based on the dog detection signal. In this case, the controller 16 uses S2
At 05, the traveling pulse numbers p1 to p3 counted by the first counter 21 are corrected corresponding to the right curve section 4a (first and second correction sections). Then, the controller 16 causes the traveling pulse numbers p1 to p corrected in S204.
Calculate the traveling ratios X1 to X3 corrected based on 3,
The corrected traveling ratios X1 to X3 are displayed on the communication trolley line L.
Output to 2. From this state, further to the right curve section 4a
After passing through the
2, the driving section is a right curve section or a left curve section 4
It is determined not to be a or 4b, and it is determined in S203 that the traveling pulses p1 to p3 have been corrected. That is, the controller 16 determines that the traveling section is the third correction section, and the controller 16 gradually cancels the correction of the corrected traveling pulse numbers p1 to p3 counted by the first counter in S206. . In this case, the controller 16 determines S20
At 4, the corrected traveling ratios X1 to X3 are calculated based on the corrected traveling pulse numbers p1 to p3 until the correction is canceled, and the corrected traveling ratios X1 to X3 are placed on the communication trolley line L2. Output.

Further, if the controller 16 determines in S202 that it is the left curve section 4b instead of the right curve section 4a in S201, the first step is executed in S207.
Number of traveling pulses p1 counted by the counter 21 of
p3 is corrected corresponding to the left curve section 4b (first and second correction sections). The controller 16 then moves to S20.
The travel ratios X1 to X3 corrected based on the travel pulse numbers p1 to p3 corrected in 4 are calculated, and the corrected travel ratios X1 to X3 are output on the communication trolley line L2. From this state, after passing the left curve section 4b, the controller 16 performs the same S as in the case of the right curve section 4a.
In 203, it is determined that it is the third correction section, and S20
The correction of the traveling pulse numbers p1 to p3 corrected in 6 is gradually released. Then, in S204, the controller 16 corrects the traveling pulse number p1 until the correction is canceled.
.. p3 are calculated based on the corrected travel ratios X1 to X3, and the corrected travel ratios X1 to X3 are calculated on the communication trolley line L.
Output to 2.

Then, the controller 16 of each tracked vehicle M1 to M3 inputs the traveling ratios X1 to X3 output from the other tracked vehicles M1 to M3, and calculates the inter-vehicle distance H or the corrected inter-vehicle distance K. .

According to this embodiment, the following (a) to
It has the effect shown in (e). (A) The traveling ratios X1 to X3 used for controlling traveling of the track guided vehicles M1 to M3 are obtained by dividing the number of traveling pulses p1 to p3 by the number of pulses P1 to P3 for one round. Therefore, by using the traveling ratios X1 to X3, the tracked vehicles M1 to M1 are removed in a state in which the machine base difference of the encoder 13 provided for each tracked vehicle M1 to M3 and the processing error of the measuring wheel 12 are excluded. The traveling position of the M3 on the track can be recognized accurately, and the traveling can be controlled more accurately.

Therefore, since the traveling positions of the tracked vehicles M1 to M3 traveling on the track V are determined based on the traveling ratios X1 to X3, the traveling positions of the tracked vehicles M1 to M3 can be accurately determined. it can. In this case, since the ground control panel 2 can accurately determine the traveling positions of the track guided vehicles M1 to M3 based on the traveling ratios X1 to X3,
The tracked vehicles M1 to M3 can be controlled more accurately, and the display device 8 can accurately monitor the traveling state of the tracked vehicles M1 to M3.

(B) The controller 16 of each track-guided vehicle M1 to M3 determines the travel rates X1 to X3 of the other track-guided vehicles M1 to M3 among the travel rates X1 to X3 output on the communication trolley line L2. The guided vehicles M1 to M3 arranged immediately before can be easily determined based on the input traveling ratios X1 to X3. In addition, the tracked vehicles M1 to M3 can accurately determine the travel distance H between the tracked vehicles M1 to M3 arranged immediately before the tracked vehicles M1 to M3 based on the traveling ratios X1 to X3. Then, for example, when the traveling interval H becomes equal to or less than a predetermined interval, the traveling of the track guided vehicles M1 to M3 is decelerated, and the track guided vehicles M1 to M3 do not collide with each other and the tracked vehicle is safer. It is possible to drive M1 to M3.

(C) When traveling in the curve section 4,
Since the controller 16 corrects the traveling pulse numbers p1 to p3 according to the characteristics such as the curvature of the curved section 4, the controller 16 corrects the traveling ratios X1 to X3 and outputs them on the communication trolley line L2. Therefore, by means of the corrected traveling ratios X1 to X3, each of the track guided vehicles M1 to M even in the curved section 4.
3 can accurately determine the traveling intervals of the guided vehicles M1 to M3 located immediately before.

In the first correction section, one value of the traveling pulse number p1 to p3 is added to n pulses output from the encoder 13. For example, when the tracked vehicle M1 enters the curved section 4 (first correction section) from the straight section 3, the tracked vehicle M2 traveling in the subsequent straight section 3 comes closer to the tracked vehicle M1. The relative speed of the track guided vehicle M1 with respect to M2 is apparently slow. However, in the first correction section, since the rate of increase of the traveling pulse number p1 is reduced as described above, the controller 16 of the track guided vehicle M2 accurately determines the traveling position of the track guided vehicle M1.
It is possible to determine the traveling ratio X1 and the traveling interval with the track guided vehicle M1.

In the third correction section, the values of the traveling pulse numbers p1 to p3 are added to n by one pulse output from the encoder 13. For example, when the preceding tracked vehicle M1 moves from the curved section 4 (third correction section) to the straight section 3, the tracked vehicle M1 moves away from the tracked vehicle M2 traveling in the curved section 4, and the tracked vehicle M1. The relative speed of the tracked vehicle M2 to the tracked vehicle M2 is apparently high. However, in the third correction section, as described above, the traveling pulse number p
Since the increase rate of 1 is increased, the controller 16 of the tracked vehicle M2 can accurately determine the traveling position of the tracked vehicle M1, the traveling rate X1, the traveling interval between the tracked vehicle M1 and the like.

(D) Since the magnetic tape 9 is attached to the curve section 4, for example, even when the power is turned on after the track guided vehicles M1 to M3 stop in the curve section 4, the magnetic detection sensor 15 detects magnetism and outputs the detection signal to the controller 16. Therefore, the controller 16 determines that the guided vehicles M1 to M3 are located in the curved section 4, and can prevent accidents such as derailment and runaway of the guided vehicles M1 to M3. Therefore, it is possible to safely start up the tracked bogies M1 to M3 that have been emergency stopped.

(E) The traveling amount of the track guided vehicles M1 to M3 is the number of traveling pulses p1 to p detected by the encoder 13.
It is 3. Therefore, the controller 16 of each track guided vehicle M1 to M3 can easily determine the traveling position of the track guided vehicle M1 to M3 based on the traveling pulse numbers p1 to p3.

The present invention is not limited to the above-mentioned embodiment, and a part of the configuration can be appropriately modified and carried out as follows without departing from the gist of the invention. (1) In the above-described embodiment, in the curve section 4, the controller 16 corrects the traveling ratios X1 to X3 by correcting the traveling pulse number, and outputs the traveling proportions X1 to X3 on the communication trolley line L2.

Even in the curve section 4, the controller 16 may output the traveling ratios X1 to X3 on the communication trolley line L2 without correcting them. In this case, the controller 16 which has input the traveling ratios X1 to X3 from the communication trolley line L2 calculates the inter-vehicle distance H by the same calculation method as in the case of the straight section 3. After that, it is formed for each curve section 4, and the inter-vehicle distance H is multiplied by a preset correction value,
The inter-vehicle distance H may be obtained and the inter-vehicle distance K in the curved section 4 may be determined.

(2) In the above embodiment, the two stations ST1 and ST2 are provided on the track V, but of course, three or more stations may be provided. (3) In the above embodiment, as shown in FIG.
It may be applied to the transport system 21 having the branched track V1. In this case, the guided vehicles M1 to M3 travel on either of the routes r1 and r2 based on the command signal from the ground control panel 5. Then, when the guided vehicles M1 to M3 are traveling on the routes r1 and r2, the controller 16 determines the number of traveling pulses p1 to p3 according to the curvature of the curve.
To correct. In this case, when the guided vehicles M1 to M3 enter the routes r1 and r2, the controller 16 causes the base point ra
Is calculated for each of the routes r1 and r2 and is output on the trolley line L2. That is, the controller 16 sets the trolley line L2 together with the data indicating the traveling route from the base point ra on each of the routes r1 and r2.
Print on top.

Further, in the present transport system 21, by using the route r1 as the withdrawal route, the number of guided vehicles can be easily changed according to the amount of the load supplied to the relevant transport system. For example, by retracting the track guided vehicle M3 on the retract route, it is possible to easily carry the load on the two track guided vehicles M1 and M2.

(4) In the above embodiment, the guided vehicle M
In 1 to M3, the encoder 13 is arranged inside the track V, but may be arranged outside the track V. in this case,
The degree of correction in the curve section 4 is the right curve section 4a.
The left curve section 4b is set smaller than the left curve section.

(5) In the above embodiment, the right curve section 4a and the left curve section 4b are judged based on the difference in the distance between the two dogs 9b arranged at the respective start positions. This may be configured such that another dog is provided for each of the curve sections 4a and 4b, and another dog detection sensor detects the dog.

(6) In the above embodiment, the curve section 4
The dog 9b was used to determine the start position and the end position, the right curve section 4a, the left curve section 4b, and the like.
This may be determined only by the magnetic tape 9 without using the dog 9b. That is, curve section 4
In the state where the magnetic tape 9 is attached in the same manner as in the above-mentioned embodiment, a magnetic piece which is more ferromagnetic than the magnetic tape 9 is attached immediately before the start position of the curve section 4, and the magnetic detection sensor 15 The start position of the curved section 4 is detected by detecting the magnetic piece. The end position of the curved section 4 is determined at the end of the magnetic tape 10, that is, when the magnetic detection sensor 15 stops detecting magnetism.

In this case, the start position of the right curve section 4a and the start position of the left curve section 4b are determined by the magnetic strength of the magnetic pieces attached to the start positions of the respective curve sections 4a and 4b. .

With this structure, the dog 9b and the dog detection sensor 14b are unnecessary, and the structures of the track guided vehicles M1 to M3, the traveling rail 2 and the like can be simplified. (7) In the above embodiment, the magnetic tape 10 may not be used, and whether or not the traveling section is the curve section 4 may be determined only by detecting the dog 9b. In this case, for example, in the case where the track guided vehicles M1 to M3 make an emergency stop during the traveling of the curved section 4 and then return to that state, it is determined whether the section to be traveled after the emergency stop is the straight section 3 or the curved section 4. An input device that can input data is provided in advance. When returning, the operator appropriately operates the input device according to the section in which the vehicle is to travel, so that the tracked bogie M1 to M3 after the recovery can be prevented from running away and can be safely traveled. You can

(8) In the above embodiment, the traveling ratios X1 to X3 are communicated via the communication trolley line L2, but the traveling ratios X1 to X3 may be communicated by various communication means such as radio.

[0091]

As described above in detail, according to the invention of claim 1, when the tracked vehicle is traveling in the curved section, the curved section of the tracked vehicle is corrected by correcting the traveling amount of the tracked vehicle. The traveling position in the vehicle can be accurately recognized, and the collision of the following vehicle can be prevented.

According to the second aspect of the present invention, the running amount for one round of the track is measured in advance by the running amount detecting means, and the ratio between the running amount for one round and the bogie running amount of the track guided vehicle is calculated. Since the traveling position is obtained as the traveling ratio and the traveling position of each tracked vehicle is recognized based on the traveling ratio, the traveling position of each tracked vehicle can be recognized more accurately.

According to the third aspect of the invention, since the traveling amount is the number of traveling pulses, the traveling position of the track guided vehicle can be easily determined based on the number of traveling pulses.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a transport system that transports loads such as various parts using a track guided vehicle.

FIG. 2 is a perspective view showing a track guided vehicle.

FIG. 3 is a cross-sectional view showing a dog and a magnetic tape attached to a traveling rail, a dog detection sensor and a magnetic detection sensor attached to a tracked carriage, and the like.

FIG. 4 is a configuration diagram showing an electrical configuration of a transfer system.

FIG. 5 is a schematic diagram showing a guided vehicle traveling in a straight section.

FIG. 6 is a schematic diagram showing a guided vehicle traveling in a curved section.

FIG. 7 is an explanatory diagram showing a correspondence between a travel distance and a travel pulse.

FIG. 8 is a flowchart showing the operation of the transport system.

FIG. 9 is a flowchart showing the operation of the transport system.

FIG. 10 is a configuration diagram showing a transport system in another example.

[Explanation of symbols]

3 ... Straight line section, 4 ... Curve section, 13 ... Encoder as running amount detecting means, M1 to M3 ... Tracked carriage, V, V
1 ... trajectory, ST1 ... first station as reference position, p1 to p3 ... traveling pulse number as bogie traveling amount, P
1 to P3 ... The number of pulses for one round as the traveling amount for one round, X
1 to X3 ... running ratio.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Isao Kusawa, 2-chome, Toyota-cho, Kariya City, Aichi Stock Company Toyota Industries Corp.

Claims (3)

[Claims] 1. A travel control method for a track guided vehicle in which a plurality of tracked vehicles travel on a predetermined track consisting of a straight section and a curved section, wherein the travel amount of the tracked vehicle is detected in the straight section. While increasing the traveling amount of the bogie from the reference position of the track guided vehicle by the amount detected by the traveling amount detecting means, the curve section is divided into a curve start section, a curve middle section and a curve end section, and the traveling of the curve section. At times, in the curve start section, the trolley travel amount of the track guided vehicle is increased by a first predetermined travel amount that is smaller than the detection amount from the travel amount detection unit, and in the middle section of the curve, the travel amount detection unit The traveling amount of the guided vehicle is increased by the detection amount, and the traveling amount of the guided vehicle is increased by a second predetermined traveling amount which is larger than the detection amount from the traveling amount detecting means in the curve end section. A traveling control method for a track guided vehicle that increases the amount of movement and recognizes the traveling position of the tracked vehicle based on the traveling amount of the cart. 2. A running amount for one round of the track is measured in advance by a running amount detecting means, and a ratio of the running amount for one round to the bogie running amount of a tracked bogie is obtained as a running ratio, and the running ratio. The traveling position of each tracked vehicle is recognized by
A traveling control method for a track guided vehicle as described. 3. The traveling control method for a track guided vehicle according to claim 1, wherein the running amount detection means outputs a pulse signal indicating a running amount of the track guided vehicle.