JPH09251317A - Stoppage controller for simple type unmanned carrying truck - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide the stoppage controller of a simple type unmanned carrying truck capable of preventing the derailment of the unmanned carrying truck at the time of stoppage regardless of the following posture of a truck to be tracted. SOLUTION: In the case of a four-wheel driving mode, at the time of inputting a stoppage command, without immediately stopping the drive of all driving wheels in front and at the back, a drive system and a control system are both turned to an OFF state immediately for a drive unit at the back, however, at least the control system is left in an ON state for the drive unit in front. In the case that the drive unit is to deviate from a track before the truck stops, the drive unit in front is driven and returning onto a correct track is performed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a stop control device for a simple guided vehicle which pulls a truck connected to the rear while traveling unmanned along a guide belt on a road surface.

[0002]

2. Description of the Related Art Conventionally, as a simple type unmanned carrier vehicle, a drive unit having a traveling drive mechanism and a steering mechanism is attached to a general manual truck so that the unmanned vehicle travels along a guide belt on a road surface. Those that have been done are known (see, for example, Japanese Utility Model Publication 54004 and Japanese Utility Model Publication 54005).

[0003]

However, in the conventional automatic guided vehicle, when the stop is instructed by the signal from the predetermined stop instructing means, the motor in the drive unit (thus, in response to the stop instruction) is received. , When all the driving wheels driven by the motor are stopped, especially when using an automated guided vehicle as a towing vehicle, that is,
When another vehicle (towed vehicle) is connected to the rear of the unmanned guided vehicle and towed, the inertial force of the towed vehicle may cause the unmanned guided vehicle stop position to deviate from the proper track. Specifically, for example, when the towed vehicle follows an traveling direction of the unmanned guided vehicle at a certain angle during straight traveling or curved traveling, if an instruction to stop is given, the unmanned guided vehicle will be stopped. Since all of its driving wheels stop, the vehicle is pushed laterally by the inertial force of the towed vehicle and may depart from the correct track indicated by the guide belt (derailed state). If the unmanned guided vehicle cannot be restarted when it derails, it is necessary to manually return the derailed guided vehicle to the correct track.

The above problem at the time of stop applies not only to the case of having one drive unit (two-wheel drive type) but also to the case of having two drive units (four-wheel drive type).

The present invention has been made by paying attention to the above problems in the stop control of a simple type unmanned guided vehicle for towing, and prevents derailment of the unmanned guided vehicle at the time of stop regardless of the following posture of the towed vehicle. An object of the present invention is to provide a stop control device for a simplified unmanned guided vehicle that can be performed.

[0006]

In order to achieve the above object, the invention according to claim 1 controls a traveling direction by differentially rotating a pair of left and right drive wheels driven by a motor. In a stop control device for a simplified type automatic guided vehicle, which has a drive unit with an automatic steering mechanism for When a stop unit and a detection unit that detects a band are input, the detection result of the detection unit causes the drive unit to stop when the drive unit is on the correct orbit, and the drive unit is on the correct orbit. And a control means for driving the drive unit so as to return to a correct orbit when not present.

In the present invention, the detecting means detects the induction zone. Since the orbit of the unmanned transport vehicle (drive unit) is indicated by the guide band, it can be known whether or not the drive unit is on the correct track based on the detection result of the guide band by the detection means. The control means, when the stop command is input,
According to the detection result of the detection means, the drive unit is stopped when the drive unit is on the correct track, and the drive unit is driven so as to return to the correct track when the drive unit is not on the correct track. That is, when the stop command is input, the driving wheels are not completely stopped immediately, but at least when it is detected that the vehicle is not on the track, the driving wheels can be driven so as to correct the deviation. (While the drive system is off, the control system is on). Therefore, even when the lateral force is applied to the automated guided vehicle by the inertial force of the towed vehicle at the time of stop and the posture of the vehicle is changed, the stop control causes
When the drive unit deviates from the correct trajectory, the drive unit moves forward and corrects its position (posture).
The drive unit will always stop on the correct orbit. The posture of the drive unit is corrected by stopping the drive wheels in the displaced direction and driving the drive wheels on the opposite side in the displaced direction.

The invention according to claim 2 is characterized in that, in the invention according to claim 1, the control means controls the drive unit for a predetermined time after a stop command is input.

According to the present invention, the control means controls the drive unit for a predetermined time after the stop command is input, that is, the control system is turned on. The predetermined time used here is set to a time necessary and sufficient for the carriage to completely stop after the stop command is input by conducting an experiment or the like in advance. in this way,
By defining the timing to turn off the control system by time,
Easy to control.

According to a third aspect of the present invention, a cart is provided with a drive unit including a pair of left and right drive wheels driven by a motor and an automatic steering mechanism for controlling the traveling direction by differentially rotating the wheels. In the stop control device of the simple type automatic guided vehicle, which has front and rear sides respectively, and pulls another truck connected to the rear while traveling unmanned along the guide band on the road surface, at least the front drive unit or the front drive unit thereof. The detection means that is attached in the vicinity and that detects the guide band and when the stop command is input stops the rear drive unit, and the detection result of the detection means causes the front drive unit to move on the correct orbit. The front drive unit is stopped when the vehicle is in the above position, and when the front drive unit is not on the correct orbit, the drive unit is returned to the correct orbit. And having a control means for driving the square of the drive unit. In other words, the present invention relates to the invention described in claim 1, particularly when the automatic guided vehicle is a four-wheel drive type.

In the present invention, the detecting means detects the induction zone. Since the track of the unmanned transport vehicle (drive unit) is indicated by the guide band, it can be known whether or not at least the drive unit in front is on the correct track based on the detection result of the guide band by the detection means. The control means stops the rear drive unit when the stop command is input, and stops the front drive unit when the front drive unit is on the correct orbit on the basis of the detection result of the detection means. When the drive unit is not on the correct track, the front drive unit is driven so as to return to the correct track. That is, when the stop command is input, the drive wheels of all the front and rear drive wheels are not completely stopped immediately, but the drive wheels of the rear drive unit are immediately stopped (drive system, control system). Both of them are in the off state), and the drive units in the front are in a state in which the drive wheels can be driven so as to correct the deviation at least when it is detected that they are not on the track (the drive system is off even if the control system is off). Is on). Therefore, even when a lateral external force is applied to the unmanned guided vehicle due to the inertial force of the towed vehicle at the time of stop to change the posture of the vehicle, the stop control causes the forward drive unit to move forward when it deviates from the correct track. Since the drive unit corrects its position (posture) while moving forward, at least the drive unit in front always stops on the correct track. As long as the front drive unit is on the correct track, a restart is possible even if the rear drive unit is out of track. The posture of the drive unit is corrected by stopping the drive wheels in the displaced direction and driving the drive wheels on the opposite side in the displaced direction.

According to a fourth aspect of the present invention, in the above-mentioned third aspect, the control means performs the control for the front drive unit for a predetermined time after the stop command is input.

According to the present invention, the control means controls the drive unit for a predetermined time after the stop command is input, that is, the control system is turned on. The predetermined time used here is set to a time necessary and sufficient for the carriage to completely stop after the stop command is input by conducting an experiment or the like in advance. in this way,
By defining the timing to turn off the control system by time,
Easy to control.

[0014]

Therefore, according to the first aspect of the present invention, when the stop command is input, the drive wheels are not immediately stopped completely as in the conventional case, but at least the control system is in the ON state. If the drive unit is about to deviate from the track before the truck stops, the drive unit is driven to return to the correct track, so the drive unit should always stop on the correct track. become. Therefore, restarting is always possible, and the work of returning the derailed truck to the correct track is greatly reduced compared to the conventional case.

According to the invention described in claim 2, in addition to the effect described in claim 1, since the timing for turning off the control system of the drive unit is defined by time, it is possible to avoid complication of control.

According to the third aspect of the present invention, when the stop command is input, the drive of all the front and rear drive wheels is not immediately stopped completely as in the conventional case, but the rear drive unit is not stopped. Immediately, both the drive system and the control system are turned off, but at least for the drive unit in the front, leave the control system turned on, and the drive unit is likely to come off the track until the truck stops. In this case, since the front drive unit is driven to return to the correct orbit, at least the front drive unit always stops on the correct orbit. Therefore, as long as at least the front drive unit is on the correct track, restarting is always possible, and the work of returning the derailed carriage to the correct track is greatly reduced compared to the conventional case.

According to the invention described in claim 4, in addition to the effect described in claim 3, since the timing for turning off the control system of the drive unit is defined by time, the control can be prevented from becoming complicated.

[0018]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a side view showing an example of a simplified unmanned transporting vehicle, FIG. 2 is an enlarged sectional view showing a drive unit shown in FIG. 1, and FIG. 3 is a view showing the drive unit shown in FIG.
It is the figure seen from the direction of. Since the structure of the simplified type automatic guided vehicle shown here is the same as the conventional one, only a brief description will be given.

As shown in FIG. 1, the simplified automatic guided vehicle 1 (hereinafter, also simply referred to as a vehicle) has a drive unit 2a having a pair of left and right drive wheels on the front and rear sides of the lower surface of the base plate 1a. 2b are attached by screwing. The carriage 1 travels in the direction B in the figure, and for convenience sake, the following description will be given with the direction B in the figure as "front" and the opposite direction as "rear". A pair of left and right rotatable non-drive wheels 3, 3 are provided behind the lower surface of the base plate 1a.
On the other hand, a pair of left and right non-driving wheels 4, 4 which are vertically rotatable and rotatable are attached to the front side of the lower surface of the base plate 1a.

A handle 5 is provided upright on the rear upper surface side of the base plate 1a, and a total of four drive wheels, which will be described later, of the front and rear drive units 2a, 2b are separated from the road surface by an elevator mechanism described later. It can also be used as a manual carrier. Behind the handle 5, a control panel 6 having a controller or the like as a control means for controlling the operation of the drive units 2a, 2b is installed. The drive unit 2 is provided behind the base plate 1a.
A battery 7 that supplies electric power to a drive motor, which will be described later, of a and 2b is attached. The reference numeral “8” in the figure is a weight for maintaining the stability of the carriage 1.

A towing hook 9 is provided on the rear lower surface side of the base plate 1a. When the trolley 1 is used as a towing vehicle, another trolley loaded with luggage is towed by the towing hook 9
Connect to and pull.

The drive units 2a and 2b attached to the front and rear of the carriage 1 have the same configuration. As shown in FIG. 2, the drive unit 2 has a mounting member 11, and an upper surface of the mounting member 11 is brought into contact with a lower surface side of a base plate 1a of the carriage 1 and is screwed with a bolt (not shown) so that the carriage 1 Attached to. The rocking member 12 is rotatably supported by a pin 13 with respect to the mounting member 11, and is constantly urged downward by a compression coil spring 14 in the drawing. The protruding portion 1 provided on the mounting member 11
By engaging 5 with the long hole 16 formed in the rocking member 12, rotation of the rocking member 12 around the pin 13 with respect to the mounting member 11 is restricted.

A lifting motor 18 is mounted on the bracket 11a fixed to the mounting member 11.
A cam 20 is rotatably provided near the outer periphery of a disc 19 fixed to the main shaft of the lifting motor 18. When the drive wheels 35 and 45 are separated from the road surface, the engaging bracket 1 fixed to the swing member 12 is driven by driving the lifting motor 18 to position the cam 20 upward.
2a is pushed upward.

By providing such a lifting mechanism, the trolley 1 can be used as a trolley for manual operation as described above, and the four-wheel drive mode and the two-wheel drive mode can be switched according to the road surface condition. Becomes In four-wheel drive mode,
The trolley 1 is driven by the driving force of a total of four drive wheels 35a, 45a, 35b, 45b of the front and rear drive units 2a, 2b.
In the two-wheel drive mode, one of the front and rear drive units (for example, the front drive unit 2a) is driven.
By the driving force of the two driving wheels 35a, 45a of
To run. In addition, for example, when there is a slope on the road surface or when a considerable weight is towed and conveyed, in order to prevent slip and ensure stable traveling,
Four wheel drive mode is preferred.

A traveling section 21 is provided below the swing member 12. A shaft portion 23, which is erected at a substantially central portion of a holding plate 22 that constitutes the traveling portion 21, is rotatably engaged with an opening portion 17 formed at a substantially central portion of the rocking member 12. As a result, the traveling unit 21 can turn with respect to the carriage 1. Therefore, the traveling direction of the carriage 1 can be controlled by differentially rotating the drive wheels 35 and 45 as described later. The rotation direction of the shaft portion 23 is always biased by a predetermined elastic force by an elastic member (not shown) so that the carriage 1 is driven forward.

Further, a traveling sensor 25 as a detecting means is installed in front of the holding plate 22. Running sensor 25
Is a sensor for capturing the track of the carriage 1. For example, as shown in FIG.
R, 25M, and 25L are arranged side by side in the lateral direction. When the truck 1 is traveling on a regular track, these three sensors 25R, 25M, 25L have a width of a guide band 27 (for example, an optical reflection tape is attached) formed on the road surface. It is located in the upper part of the inside and can receive the reflected light from the guide band 27.

The holding plate 22 has a casing 26.
However, it is mounted so as to be swingable in the left-right direction by pins 24, 24 provided at the front and rear. Accordingly, even if the road surface is slightly bent in the direction orthogonal to the traveling direction B, it is possible to cope with the situation.

In the casing 26, a drive motor 31,
41 is provided. The drive wheel 35 on the right side in the traveling direction is driven by the drive motor 31 via the speed reducer 33 and the transmission unit 34. Similarly, the drive wheel 45 on the left side in the traveling direction is the drive motor 41. Is driven via the speed reducer 43 and the transmission unit 44.
That is, the left and right drive wheels 35, 45 are configured to be independently controlled. The transmission unit 3
Reference numerals 4 and 44 are composed of toothed pulleys and timing belts.

In the trolley 1 configured as described above, by controlling the driving of the drive wheels 35 and 45 while detecting the guide belt 27 on the road surface by the traveling sensor 25, the trolley 1 along the guide belt 27. Can be driven unmanned. That is, the controller in the control panel 6 drives the left and right drive wheels 35 and 45 by rotating them at the same speed when the vehicle is traveling straight, but the traveling sensor 25 is used when traveling on a curve.
The deviation of the trolley 1 from the guide band 27 is detected by stopping the rotation of the drive motor of the drive wheel on the opposite side in the direction of deviation, thereby cooperating with the turning mechanism to cause the guide band 27 to move.
It realizes running along. In addition, the trolley 1 is a guide belt 27.
The optical sensor 25 disposed at the center of the optical sensor
When M also deviates from the guide band 27, the drive wheels whose rotation is stopped are electrically braked to quickly correct the trajectory.

FIG. 4 is a block diagram of the control system of the drive units 2a and 2b. It should be noted that, here, only the portion related to unmanned traveling is shown. The controller 51 in the control panel 6 has a front drive unit 2a at its input portion.
Of the front drive unit 2a via a built-in driver circuit (not shown) to the drive sensor 25a provided in the rear drive unit 2b and the drive sensor 25b provided in the rear drive unit 2b. Drive motors 31a and 41a arranged in the rear side, and two drive motors 31 arranged in the rear drive unit 2b
b and 41b are connected. Each drive motor 31a,
A tacho generator (TG) is provided for 41a, 31b, and 41b.
36a, 46a, 36b, and 46b are attached, respectively, and a signal of the motor rotation speed detected by the tacho generator is input to the controller 51. For example, in the four-wheel drive mode, the controller 5
When the start command is input, the drive motors 31a and 41a drive the carriage 1 along the guide belt 27 while detecting the guide belt 27 on the road surface with the travel sensors 25a and 25b as described above. , 31b, 41b to control the drive of the drive wheels 35a, 45a, 35b, 45b. At that time, the speed of the trolley 1 is the tacho generator 36.
Drive motor 3 detected by a, 46a, 36b, 46b
It is controlled by feeding back the rotation speeds of 1a, 41a, 31b and 41b. Further, the following control is performed at the time of stop.

FIG. 5 is a flow chart showing the operation of the stop control. Note that the case of the four-wheel drive mode is also assumed here. First, the controller 51 determines whether or not a stop command has been input (step S1). The stop instruction is given by a predetermined stop instruction means. Examples of the stop instruction means include a stop switch and a magnetic tape (or an aluminum tape) attached to a braking start position on the track. Magnetic tape (or aluminum tape)
When using, a magnetic sensor (or photoelectric sensor) for detecting it is attached to the side of the carriage 1.

When the stop command is input in step S1, the built-in timer 52 is started (step S2), and the rear drive unit 2b is immediately stopped (step S2).
3). That is, the driving of the rear drive wheels 35b and 45b is stopped to perform electric braking (for example, dynamic braking) (stop of the drive system) and the rear traveling sensor 25b.
The reception of the signal from is prohibited and the control is not performed (control system is stopped).

Next, it is judged from the signal from the front traveling sensor 25a whether or not the front drive unit 2a deviates from the regular track (step S4). If it is on the correct track, the front drive unit 2a is driven. The drive system of the unit 2a is stopped, that is, the front drive wheels 35a, 45
The drive of a is stopped and electric braking (dynamic braking) is applied (step S5). On the other hand, if the result of determination in step S4 is that the trajectory is out of the correct trajectory, the front drive unit 2a is driven to correct the trajectory (step S6). Specifically, the drive wheels in the displaced direction are driven, and the drive wheels on the opposite side in the displaced direction are stopped. For example, when the front drive unit 2a is displaced to the right, the right drive wheel 35a is driven and the left drive wheel 45a is stopped, and conversely, when the front drive unit 2a is displaced to the left. , The left drive wheel 45a is driven and the right drive wheel 35a is stopped. At this time, if the deviation is large, the drive wheels whose rotation is stopped are electrically braked to quickly correct the trajectory.

After that, the steps S4 to S6 are repeated until a predetermined time elapses after the stop command is input (step S7). The predetermined time used in step S7 is set to a time necessary and sufficient for the carriage 1 to completely stop after an experiment is performed and a stop command is input in advance. As a result, the timing for turning off the control system, which will be described later, is defined by time, and it is not necessary to detect the vehicle speed or the like in order to detect the stop of the carriage 1. The program can be simplified.

When the predetermined time has elapsed as a result of the determination in step S7, it is determined that the trolley 1 is completely stopped, and the control system of the front drive unit 2a is also stopped (step S8). That is, the reception of the signal from the front traveling sensor 25a is prohibited and the control is not performed.

As described above, in the stop control according to the present invention,
Immediately when the stop command is input, the driving wheels 35a, 45a, 35b, 45b of the front and the rear are not completely stopped but the driving wheels 35b, 45b of the rear drive unit 2b are immediately stopped. (The drive system and the control system are both turned off), but at least the guide band 2 is provided for the front drive unit 2a.
7 is detected, the drive wheels 35a, 45a are set in a driveable state so as to correct the deviation (the drive system is off but the control system is on). Therefore, for example, as shown in FIG. 6, when another truck 61 loaded with luggage is towed by the automated guided vehicle 1,
Even if an external force in the lateral direction is applied to the guided vehicle 1 due to the inertial force F of the towed vehicle 61 at the time of stoppage and the posture of the vehicle 1 is changed, the stop control according to the present invention causes the front drive unit 2a to move on a correct track. When it comes off, the front drive unit 2a moves forward and its position (posture)
Therefore, at least the front drive unit 2a always stops on the correct orbit. As long as the front drive unit 2a is on the correct track, restarting is possible even if the rear drive unit 2b is off track. When all the front and rear drive wheels are stopped at the same time when the vehicle is stopped as in the conventional case, the trolley 1 may be pushed laterally by the inertial force F of the towed trolley 61 to derail (the dotted line in the figure). 65).

The example described above is not intended to limit the present invention, and various modifications can be made. For example, the present invention is applicable not only to the four-wheel drive mode as described above, but also to the two-wheel drive mode. A flowchart of the stop control in the two-wheel drive mode (further, the same applies to the two-wheel drive type vehicle having only one drive unit in the first place) is the same as the flowchart in which step S3 is omitted in FIG. 5, for example. Also in this case, when the stop command is input, the drive wheels are not immediately stopped completely as in the conventional case, but at least the control system is kept in the ON state until the carriage stops. When the drive unit is about to move out of the track, the drive wheels are driven to return to the correct track, so that the drive unit always stops on the correct track.

Further, in the present invention, the braking force required at the time of stopping is controlled in consideration of the weight of the loaded object or the towed object. This is because when the weight of a load or the like fluctuates, the distance from when the brake is applied to when the vehicle stops is significantly different, and it may not be possible to accurately stop at the target stop position. This is to avoid this and improve the stop accuracy.

In controlling the braking force, the relationship between the parameter indicating the weight of the load or the like and the braking resistance for obtaining the target braking force is previously obtained by an experiment, and the parameter detected at the time of actual start-up. This is performed by changing the value of the braking resistance according to the value of.

Here, for example, the time T shown in FIG. 7B is used as the parameter indicating the weight of the load or the like. The principle will be described below. In the initial stage of starting the trolley 1, the armature current I as shown in FIG. 7A flows through the armature of the drive motor that drives the drive wheels, and at constant speed operation, the armature current I is almost constant. Become. When the vertical axis of the graph is the time differential value of the armature current I, the result is as shown in FIG. 7 (B). Here, the time differential value (dI of the armature current I
/ Dt) is almost zero (that is, trolley 1
The time T from the start up to the constant speed operation) is related to the moment of inertia about the drive shaft of the drive motor, that is, the weight of the load or the like. Therefore, by measuring this time T, the weight of the load or the like can be estimated.

The configuration is such that a current measuring means (for example, an ammeter, a coil, etc.) 71 for measuring the armature current I of the driving motor is connected to the controller 51, and a parameter indicating the weight, which is obtained by an experiment in advance, is shown. A table showing the relationship between T and the braking resistance for obtaining the target braking is stored in the built-in memory 72 of the controller 51. The current measuring means 71 is used for all the drive motors 31a, 41a, 31
It may be attached to b, 41b, or may be attached only to an appropriate one among them. When a plurality of current measuring means 71 are provided, averaging processing is required. Here, for simplification, one current measuring means 7 is used.
The case where 1 is attached to an appropriate driving motor will be described.

FIG. 8 is a schematic diagram of a braking circuit. Here, the case of dynamic braking is shown as electric braking. A braking resistor 73 is connected in parallel to the drive motor 31a and the like. The braking resistor 73 is a variable resistor,
Settings and changes can be made by the controller 51. After opening the main switch 74, the braking switch 75
By closing, the driving motor 31a and the like operate as a generator, a braking current flows through the braking resistor 73, and rotational energy is consumed as heat energy in the resistor 73. The braking force can be changed by changing the value of the braking resistor 73. In order to obtain a large braking force, the value of the braking resistor 73 is reduced to increase the consumption of heat energy. Therefore, in order to compensate for the change in the stop distance due to the change in the weight of the load or the like and improve the stop accuracy at the target stop position, the value of the braking resistor 73 should be made smaller as the weight is heavier.

FIG. 9 is a flow chart showing the operation of controlling the braking force. It should be noted that this process is automatically performed when the cart 1 is started. When the controller 51 inputs a start signal (step S11), it starts the timer 52 (step S12), inputs the armature current value I of the drive motor from the current measuring means 71 (step S13), and inputs the input current value. A differential operation according to time is performed on I (step S14). Then, the absolute value of the differential value obtained in step S14 is compared with a predetermined reference value h, and it is determined whether the differential value is less than or equal to the reference value h (step S15). The reference value h is set to an appropriate positive value with which it can be determined that the absolute value of the differential value has become stable to zero. Step S
If the result of the determination in 15 is NO, step S13
Returning to YES, if YES, the value of the parameter T indicating the weight loaded on the trolley 1 or being towed is obtained from the count time of the timer 52 (step S).
16) (see Figure 7). When the value of the parameter T is obtained, the value of the braking resistor 73 for obtaining the braking force commensurate with the detected weight of the load or the like is obtained by referring to the table registered in the memory 72 in advance (step S1).
7) Then, the value of the braking resistor 73 is changed to the calculated value (step S18).

As described above, by detecting the weight of the load or the like at each time when the trolley 1 is started and controlling the braking force accordingly, even if the weight of the load or the like changes, the target is always maintained. You will be able to stop exactly at the stop position.

Although the armature current is measured here to estimate the weight of the load or the like, the present invention is not limited to this. For example, in the case of a loaded object, a weighing platform of the cart 1 can be attached and the weight of the loaded object can be automatically measured and used as a parameter of the controller 51. Further, in the case of a towed object, a spring balance is attached between the bogie 1 and another bogie in the rear, and the weight of the towed object is estimated from the value of the spring and the acceleration of the bogie 1 at the time of departure, and this is controlled by the controller. It is also possible to use 51 parameters.

[Brief description of drawings]

FIG. 1 is a side view showing an example of a simplified automatic guided vehicle.

FIG. 2 is an enlarged cross-sectional view showing the drive unit shown in FIG.

FIG. 3 is a view of the drive unit shown in FIG. 2 viewed from the direction A.

FIG. 4 is a block diagram of a control system of a drive unit.

FIG. 5 is a flowchart showing an operation of stop control.

FIG. 6 is a diagram for explaining the operation effect of the stop control shown in FIG.

FIG. 7 is a diagram for explaining the principle of estimating the weight of a load or the like.

FIG. 8 is a schematic diagram of a braking circuit.

FIG. 9 is a flowchart showing an operation of controlling a braking force.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Simplified automatic guided vehicle 2a, 2b ... Drive unit 25a, 25b ... Running sensor (detection means) 27 ... Guidance belt 31a, 41a, 31b, 41b ... Drive motor 35a, 45a, 35b, 45b ... Drive wheel 51 ... Controller (control means)

Claims (4)

[Claims] 1. A drive unit comprising a pair of left and right drive wheels driven by a motor and an automatic steering mechanism for controlling the traveling direction by differentially rotating the wheels, and guiding on a road surface. In a stop control device for a simple guided vehicle that pulls another truck connected to the rear while traveling unmanned along a belt, a detection unit that detects the guide band and the detection unit when a stop command is input. Control means for stopping the drive unit when the drive unit is on the correct track, and driving the drive unit so as to return to the correct track when the drive unit is not on the correct track. And a stop control device for a simple automated guided vehicle. 2. The stop control device for a simplified automatic guided vehicle according to claim 1, wherein the control means performs the control on the drive unit for a predetermined time after a stop command is input. 3. A drive unit having a pair of left and right drive wheels driven by a motor and an automatic steering mechanism for controlling the traveling direction by differentially rotating the wheels, respectively, in front of and behind the bogie, respectively. Having a stop control device for a simple type automatic guided vehicle that pulls another vehicle connected to the rear while traveling unmanned along a guide belt on the road surface, and is attached at least to the front drive unit or in the vicinity thereof, The detection means for detecting the induction zone, and when the stop command is input, the rear drive unit is stopped, and the detection result of the detection means
Driving the front drive unit so as to stop the front drive unit when the front drive unit is on the correct track and return to the correct track when the front drive unit is not on the correct track A stop control device for a simplified automatic guided vehicle, comprising: 4. The stop control device for a simplified automatic guided vehicle according to claim 3, wherein said control means controls said drive unit in front of said drive unit for a predetermined time after inputting a stop command.