JPH09269831A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller optionally setting the steering control characteristic of a vehicle and easily changing it by providing a control part setting the control rule of the horizontally shifting quantity of the vehicle and the steering control quantity with respect to a guide means such as a guide tape so as to steering-control the vehicle by means of the control part. SOLUTION: The vehicle controller detecting the position of the guide means 2 provided along a traveling route by means of a guide sensor 8 on a vehicle side and traveling along the guide means 2 is provided with the control rule M1 of the horizontally shifting quantity L of the vehicle and the steering control quantity with respect to the guide means 2 to steering-control by the control part.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic guide vehicle (so-called A) which runs in a factory along guide means such as a magnetic tape provided along a moving path.
GV) control device for a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a control device of the above-mentioned example, there is a device described in JP-A-62-78613.
That is, guide signs are laid along the running parts such as floors in the factory, while an optical position sensor for detecting the above-mentioned guide signs is installed on the side of the unmanned guided vehicle, and optimal for forward movement corresponding to the traveling speed. The steering gain and the optimum reverse steering gain corresponding to the traveling speed are set in the table, and the gain (loop gain) is selected from the above table according to the traveling mode of forward and reverse, and the selected gain is set. The steering amount is controlled by multiplying the operation amount.

According to this conventional vehicle control device, oversteering and understeering can be prevented as much as possible by changing the steering gain in consideration of the fact that the steering characteristics change between forward and backward movements. On the other hand, there is an advantage that it is difficult to change the gain (constant) once set, but there is a problem that the control characteristic of the vehicle cannot be arbitrarily set or changed.

[0004]

The invention according to claim 1 of the present invention is provided with a control section which sets a control law of a lateral displacement amount of a vehicle and a steering control amount with respect to guide means such as a guide tape. It is an object of the present invention to provide a vehicle control device in which the steering control characteristics of a vehicle can be arbitrarily set and easily changed by performing steering control by.

According to a second aspect of the present invention, in addition to the object of the first aspect of the invention, by setting the control law in a map, the steering control amount with respect to the lateral deviation amount of the vehicle is set and corrected. It is easy to change, has good compatibility and versatility according to the model and vehicle weight, and can reduce the calculation time and zero the calculation load, and even when changing the traveling course by the guide means. It is an object of the present invention to provide a vehicle control device that can easily cope with the situation.

According to the invention of claim 3 of the present invention, in addition to the object of the invention of claim 1 or 2, a plurality of control rules are provided and the control rules are switched according to the traveling speed of the vehicle. By selecting the control law corresponding to the vehicle speed,
An object of the present invention is to provide a vehicle control device capable of ensuring running stability.

In addition to the object of the invention described in claim 3, the invention described in claim 4 of the present invention is a two-wheel drive type in which steering is executed by a difference in rotational speed of the left and right drive wheels. An object of the present invention is to provide a control device for a vehicle that can ensure good traveling stability by reducing the rotational speed difference between the left and right drive wheels as the vehicle travels.

According to a fifth aspect of the present invention, in addition to the object of the third aspect of the invention, a control law according to a speed command is detected by detecting an address means on the road surface by an address sensor on the vehicle side. An object of the present invention is to provide a control device for a vehicle in which control rules can be easily switched by setting.

The invention according to claim 6 of the present invention has the object of the invention according to claim 1 or 2 described above, and the control law is switched between during acceleration and during deceleration, so that the following characteristic (responsiveness) is obtained.
Another object of the present invention is to provide a vehicle control device capable of improving running stability.

According to a seventh aspect of the present invention, in addition to the object of the sixth aspect of the invention, the acceleration control law is set so that the speed control amount in the vehicle lateral deviation small region becomes large, and the deceleration is performed. The purpose of the present invention is to provide a control device for a vehicle that can reliably improve followability (responsiveness) and traveling stability by setting the speed control amount in the small vehicle lateral deviation amount region to be small. And

According to the invention of claim 8 of the present invention, in addition to the object of the invention of claim 2, the map is switched according to the forward movement and the backward movement of the vehicle so that the positional relationship between the vehicle and the guide sensor can be improved. It is an object of the present invention to provide a control device for a vehicle, which can sufficiently deal with the problem and can obtain an effect (see claim 2) obtained by using a map.

According to the invention of claim 9 of the present invention,
A control unit that sets a map of the lateral displacement amount of the vehicle and the steering control amount with respect to the guide unit is provided, and steering control of the drive wheel of one-wheel drive is performed by the control unit, so that driving of the vehicle and steering of the vehicle are performed respectively. A vehicle control device that can be separately configured to improve the followability of the vehicle as compared with a two-wheel drive type and that uses a map as a control law to easily set, modify, and change the vehicle. With the goal.

The invention according to claim 10 of the present invention, in addition to the object of the invention according to claim 9 described above, corresponds to the own vehicle speed by switching and setting the map corresponding to the magnitude of the traveling speed of the vehicle. It is an object of the present invention to provide a control device for a vehicle that can secure the above steering speed and can improve the followability and the traveling stability.

[0014]

According to the first aspect of the present invention, the position of the guide means provided along the movement path is detected by the guide sensor on the vehicle side, and the vehicle travels along the guide means. A control device for a vehicle, characterized in that the control device is provided with a control section that sets a control law of a lateral displacement amount of the vehicle with respect to the guide means and a steering control amount, and steering control is performed by the control section. .

The invention described in claim 2 of the present invention is, in addition to the configuration of the invention described in claim 1, a vehicle control device in which the control law is set in a map.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect of the invention, a vehicle is provided in which a plurality of the control rules are provided and the control rules are switched according to the traveling speed of the vehicle. It is a control device of.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect of the present invention, the vehicle is configured to run and steer by the left and right drive wheels, and the higher the speed, the more the vehicle travels. The control device for a vehicle is characterized in that the rotational speed difference between the left and right drive wheels is small.

According to the invention of claim 5 of the present invention, in addition to the structure of the invention of claim 3, address means for instructing is provided on the moving route, and a speed command is detected by an address sensor on the vehicle side. It is a vehicle control device that sets a control law.

The invention according to claim 6 of the present invention is provided with an acceleration control law and a deceleration control law in addition to the configuration of the invention according to claim 1 or 2 above, and controls during acceleration and deceleration. It is characterized in that it is a control device of a vehicle for switching and setting rules.

According to a seventh aspect of the present invention, in addition to the configuration of the sixth aspect of the invention, the acceleration control law is set so that the speed control amount in the vehicle lateral deviation amount small region becomes large, The deceleration control law is a vehicle control device set so that the speed control amount in the vehicle lateral deviation amount small region is set to be small.

The invention according to claim 8 of the present invention is provided with a map for forward movement and a map for reverse movement in addition to the configuration of the invention according to claim 2 above, and the map is set to be switched according to forward movement or backward movement of the vehicle. It is a control device for a vehicle that operates.

According to a ninth aspect of the present invention, there is provided a control device for a vehicle which detects the position of guide means provided on the floor by a guide sensor on the vehicle side and runs along the guide means. A control unit for a vehicle is provided, in which a control unit that sets a map of a lateral displacement amount of the vehicle with respect to the guide unit and a steering control amount is set, and the control unit steering controls the one-wheel drive driving wheel.

According to a tenth aspect of the present invention, in addition to the configuration of the ninth aspect of the invention, a vehicle is provided in which a plurality of the maps are provided, and the maps are switched and set according to the traveling speed of the vehicle. It is a control device of.

[0024]

According to the invention described in claim 1 of the present invention, the guide sensor on the vehicle side detects the position of the guide means provided along the movement path so as to follow the guide means. The vehicle is caused to travel, and the control unit in which the above-mentioned control law is set controls the steering of the vehicle with a steering control amount according to the lateral shift amount of the vehicle with respect to the guide means. As described above, since the vehicle is steered by using the above-described control law, the steering control characteristic can be arbitrarily set, and the steering control characteristic can be easily changed.

According to the invention described in claim 2 of the present invention,
In addition to the effect of the invention described in claim 1, a map of the above-mentioned control law (a map previously allocated to the data memory)
Since it is set to, it is easy to set, correct and change the steering control amount with respect to the amount of lateral deviation of the vehicle, and the compatibility and versatility according to the model and vehicle weight are good, and the steering control amount is read from the map. Since it can be used according to the present invention, there is no need for calculation, the calculation time can be omitted, the calculation load can be made zero, and it is possible to easily respond even when the traveling course is changed by the guide means. There is.

According to the third aspect of the present invention, in addition to the effect of the first or second aspect of the present invention, a plurality of control rules are switched according to the traveling speed of the vehicle, so that the control corresponding to the own vehicle speed is performed. A law can be selected to obtain a steering control amount according to the own vehicle speed, and as a result, running stability can be ensured.

According to the invention described in claim 4 of the present invention,
In addition to the effect of the invention described in claim 3, the higher the vehicle travels, the smaller the rotational speed difference between the left and right driving wheels during steering is. Therefore, the steering is performed by the left and right driving wheels according to the traveling speed. Therefore, there is an effect that traveling stability can be secured.

According to the invention described in claim 5 of the present invention,
In addition to the effect of the invention described in claim 3, the speed control address means provided on the moving route is detected by the vehicle side address sensor and the control law is switched and set. Therefore, the control law can be easily switched. Has the effect of becoming appropriate.

According to the invention described in claim 6 of the present invention,
In addition to the effect of the invention described in claim 1 or 2, the acceleration control law and the deceleration control law are set to be switched according to the acceleration / deceleration of the vehicle, so that the speed up (acceleration) and the speed down (deceleration) can be performed. There is an effect that not only the followability and responsiveness can be improved, but also the running stability can be improved.

According to the invention of claim 7 of the present invention,
In addition to the effect of the invention described in claim 6, the acceleration control law is set so that the speed control amount in the small vehicle lateral deviation amount region is large, and the deceleration control law is set so that the speed control amount in the small vehicle lateral deviation amount region is small. Since the setting is made to be small, there is an effect that the followability, responsiveness, and traveling stability can be more surely improved by switching the control law during acceleration / deceleration.

According to the invention described in claim 8 of the present invention,
In addition to the effect of the invention described in claim 2, the forward movement map and the backward movement map are set to be switched according to the forward and backward movements of the vehicle, so that the positional relationship between the wheel and the guide sensor is different between the forward movement and the backward movement. Even if it changes, it can be dealt with sufficiently, and there is an effect by using the above-mentioned map.

According to the ninth aspect of the present invention,
The guide sensor on the vehicle side detects the position of the guide means provided on the floor and causes the vehicle to travel along the guide means, and the control unit having the above-mentioned map sets the lateral displacement amount of the vehicle with respect to the guide means. Steering control is performed on the driving wheels of one-wheel drive by the steering control amount according to. In this way driving the vehicle,
Since the steering of the vehicle is separately controlled for steering, it is possible to improve the followability of the vehicle as compared with the two-wheel drive type and the map is used as a control law. It has the effect of being easy to set, modify, and change.

According to the invention of claim 10 of the present invention, in addition to the effect of the invention of claim 9, a plurality of maps are switched and set in correspondence with the magnitude of the traveling speed of the vehicle. There is an effect that the steering speed according to the vehicle speed can be secured, and the followability and traveling stability can be improved.

[0034]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below in detail with reference to the drawings. The drawings show a control device for a vehicle. In FIGS. 1 and 2, a magnetic guide tape (hereinafter simply referred to as a guide tape) 2 as an example of guide means is laid on a floor 1 along a moving path (running course). On the side of the self-propelled vehicle 3 (so-called AGV) as an unmanned mobile vehicle, the left drive wheel 4, the right drive wheel 5, the left driven wheel driven wheel 6 and the right free wheel configuration. Driven wheels 7 and guide sensors 8 arranged in a direction intersecting the above-mentioned guide tape 2 at right angles to the front and rear of the vehicle, respectively, and the front side (the left side in FIGS. 1 and 2) when moving forward. The guide sensor 8 is configured to use the rear guide sensor 8 when moving backward.

Further, an address sensor 10 for detecting an address plate 9 as an address means for speed command provided at a predetermined position on the moving route is provided on the vehicle side, while the left and right driving wheels 4 and 5 are independently driven. The drive motors 11 and 12 are provided so that the lateral displacement (displacement in the left-right direction) of the self-propelled vehicle 3 with respect to the guide tape 2 can be steered by the rotational speed difference between the left and right drive wheels 4 and 5.

The above-described guide sensor 8 has a plurality of, for example, 16 point sensors P1 to P16 arranged in a direction intersecting with the guide tape 2 as shown in FIG. 3, and each of these point sensors P1 to P16 guides. It is configured to detect the tape 2.

In this embodiment, the above-mentioned guide tape 2 is set as a magnetic tape (magnetic recording medium), while each of the above-mentioned point sensors P1 to P16 is set as a magnetic Hall element as an example of a magnetic sensor, and the floor is set. It is constructed so as not to be easily affected by dirt on the portion 1 and the road surface and to always ensure good magnetic detection accuracy.

FIG. 4 shows a control circuit of the vehicle control device.
The CPU 20 is a guide sensor 8, 8 and an address sensor 10.
Based on the necessary inputs from the operation display unit 14 and the motor drive unit 1 according to the program stored in the ROM 13.
5, 16 are driven and controlled, and the RAM 17 stores a map M1 as a control law as shown in FIG.

Here, the above-mentioned operation display unit 14 displays necessary operation states such as starting and stopping of the vehicle, and the left motor drive unit 15 drives the left drive wheel 4 via the drive motor 11 on the same side. Drive control is performed, and the right motor drive unit 16 drives and controls the right drive wheel 5 via the drive motor 12 on the same side.

The map M1 as the control law shown in FIG.
A map in which the abscissa represents the number of the point sensors P1 to P16 (corresponding to the lateral displacement amount of the vehicle with respect to the guide tape 2) and the ordinate represents the rotational speeds of the left and right motors 11 and 12 (corresponding to the steering control amount). The numerical value "255" on the vertical axis means full motor rotation, and the numerical value "0" means motor stop.

In FIG. 3, CL1 represents the center of the vehicle 3, and CL2 represents the center of the guide tape 2. When the centers CL1 and CL2 coincide with each other, the lateral displacement amount of the self-propelled vehicle 3 is zero, and when the center CL1 and the center CL2 are separated from each other as shown in the figure, the self-propelled vehicle is 3 indicates that the amount of lateral deviation is ΔL. For convenience of description, FIG. 3 shows the state where the self-propelled vehicle 3 is displaced to the right by the lateral displacement amount ΔL, and it is necessary to steer the self-propelled vehicle 3 to the left by the difference in rotational speed between the left and right drive motors 11 and 12. Indicates that there is.

In this case, the CPU 20 detects the guide tape 2 with the guide sensor 8, calculates the center of gravity of the point sensors P5 to P9 that are turned on, calculates its own position with respect to the center CL2 of the guide tape 2, and determines the amount of lateral deviation. ΔL is obtained, and the rotational speeds of the left and right motors 11 and 12 corresponding to the obtained lateral deviation amount ΔL are read from the map M1 stored in the RAM 17, and the left side motor 11 is driven by the numerical value “180” to obtain the numerical value “ 230 "drives the motor 12 on the right side to steer the self-propelled vehicle 3 to the left side by the difference in rotational speed between the left and right drive wheels 4 and 5 to control the self-propelled vehicle 3 to the central position of the guide tape 2. (Correct the direction).

The straight ahead control, left turn control and right turn control of the vehicle 3 are as follows. In the case of straight-ahead control, the center of gravity is calculated from the bit of the point sensor which is turned on in the guide sensor 8 to obtain the center position of the guide tape 2, and the straight-ahead control is performed.
The leftmost bit that is N is detected, the center position of the guide tape 2 is obtained after correction, and left turn control is performed. In the case of right turn control, the rightmost bit that the point sensor is ON is detected, After the correction, the center position of the guide tape 2 is obtained and right turn control is performed.

As described above, since the self-propelled vehicle 3 is steered by using the above-mentioned control law (see the map M1 in FIG. 3), there is an effect that the steering control characteristic can be set arbitrarily and can be easily changed. . Moreover, since the above-mentioned control law is set in the map M1 (map that is pre-assigned to the RAM 17 as the data memory), the steering control amount with respect to the lateral deviation amount ΔL of the self-propelled vehicle 3 (in the case of FIG. It is easy to set, correct, and change the number of revolutions of 12), and the compatibility and versatility according to the model of the self-propelled vehicle 3 and the vehicle weight are good, and the steering control amount is used by reading from the map M1. Therefore, unlike the conventional method that uses a gain (constant), there is no need for calculation and the calculation time can be omitted.
Moreover, there is an effect that the calculation load can be set to zero, and even when the traveling course is changed by the guide tape 2 of the floor portion 1 (including the change of the radius of curvature in the curved portion), it can be easily coped with. .

5 to 8 show another embodiment of the vehicle control device, and the circuit device of the previous figure is also used in this embodiment. However, in this embodiment, the maps M2 and M shown in FIGS. 5, 6 and 7 are replaced with the maps M2 and M shown in FIGS.
3, M4 is used.

A high speed map M as a control law shown in FIG.
2 is a map in which the horizontal axis represents the guide tape position and the vertical axis represents the rotational speeds of the left and right motors 11 and 12, and this high speed map M2 corresponds to, for example, a region of 30 to 60 m / min of the vehicle speed. . Middle speed map M3 as the control law shown in FIG.
Is a map plotting the guide tape position on the horizontal axis and the rotational speeds of the left and right motors 11 and 12 on the vertical axis. This medium speed map M3 corresponds to, for example, an area of 15 to 30 m / min of the vehicle speed. .

Low speed map M as a control law shown in FIG.
4 is a map in which the horizontal axis represents the guide tape position and the vertical axis represents the rotational speeds of the left and right motors 11 and 12. This low speed map M4 corresponds to a region of 5 to 15 m / min of the vehicle speed, for example. . Further, in FIGS. 5, 6, and 7 described above, the solid line is the control data for the left motor 11, and the dotted line is the control data for the right motor 12.

Moreover, a total of three maps M shown in each figure
2, M3, M4, the rotational speed difference between the left and right drive wheels 4, 5, in other words, the difference A, B, C between the left and right motors 11, 12 becomes smaller as the vehicle speed becomes higher. Is set to. That is, each control data is set so that the relational expression of A <B <C is satisfied. This is because the vehicle speed is high during high-speed traveling, so the speed difference between the left and right drive wheels 4 and 5 is reduced during steering to ensure traveling stability. The operation of the vehicle control device thus configured will be described in detail below with reference to the flowchart shown in FIG.

In the first step S1, the CPU 20 determines whether or not it is activated, and when it is activated, the process proceeds to the second step S2. In the second step S2, the CPU 20 sets a low speed map M4 as a low speed control law. Next, in a third step S3, the CPU 20 determines whether or not the address plate 9 is detected based on the output of the address sensor 10, and when the NO determination is made, the process skips to the eleventh step S11. Control goes to step S4.

In this fourth step S4, the CPU 20 sends the data of the address plate 9 (address data) via the address sensor 10.
Read. Next, in a fifth step S5, the CPU 20 determines whether or not it is a high speed command based on the read address data, and N
At the time of O determination, skip to the seventh step S7, while Y
When the ES is determined, the process proceeds to the next sixth step S6. In this sixth step S6, the CPU 20 sets a high speed map M2 as a high speed control law.

Next, in a seventh step S7, the CPU 20 determines whether or not it is a medium speed command, and if NO is determined, a ninth step S7.
While skipping to 9, the process proceeds to the next eighth step S8 when the determination is YES. In this eighth step S8, the CPU
20 sets a medium speed map M3 as a medium speed control law.

Next, in a ninth step S9, the CPU 20 determines whether or not the low speed is set, and when the NO determination is made, the process skips to the eleventh step S11, while when the YES determination is made, the next first
0 the step S10, and the tenth step S10
Then, the CPU 20 uses the low speed map M as a low speed control law.
Set 4.

Next, in an eleventh step S11, the CPU 20
Calculates the position of the guide tape 2 based on the output of each of the point sensors P1 to P16, and the next twelfth step S12
Then, the CPU 20 calculates the motor rotation speed and
In step S13, the CPU 20 sets the motor rotation speed as the calculation result, and in the next fourteenth step S14, CP
U20 drives each motor 11 and 12.

That is, when the own vehicle speed is high, the left and right motors 11 and 12 are driven using the high speed map M2, and when the own vehicle speed is medium, the left and right motors 11 and 12 are used using the middle speed map M3. When the vehicle speed is low, the left and right motors 11 and 12 are driven using the low speed map M4, and when there is a lateral deviation, the difference in rotational speeds A, B, corresponding to the respective traveling speeds. Steering (direction correction) according to C is executed.

Next, in a fifteenth step S15, the CPU 20
Determines whether it is a stop command based on the address plate data etc.,
While returning to the third step S3 when the determination is NO,
When the determination is YES, the process moves to the next 16th step S16, and in this 16th step S16, the CPU 20 stops driving the left and right motors 11 and 12, and ends the series of processes.

As described above, since a plurality of control rules (see respective maps M2, M3, M4 shown in FIGS. 5, 6, and 7) are switched and set in accordance with the traveling speed of the self-propelled vehicle 3, the self-propelled vehicle speed is set. By selecting a corresponding control law, it is possible to obtain a steering control amount according to the own vehicle speed, and as a result, it is possible to ensure traveling stability, particularly traveling stability at high speeds.

Further, since the difference in rotational speed between the left and right driving wheels 4 and 5 (see A <B <C) during steering becomes smaller as the vehicle travels at higher speeds, the left and right driving wheels corresponding to the traveling speed. There is an effect that steering by 4 and 5 can be executed and traveling stability can be secured.

Further, an address means (see address plate 9) for speed command provided on the moving route is used as an address sensor 10 on the vehicle side.
Since the control law (see maps M2, M3, M4) detected in step 2 is switched and set, there is an effect that switching of these control law is easy and appropriate. The other effects are similar to those of the previous embodiment.

FIGS. 9 and 10 show still another embodiment of the vehicle control device, and the circuit device shown in the previous figure is also used in this embodiment. However, in this embodiment, the RAM 17 stores the map M5 for acceleration / deceleration shown in FIG.

A map M5 as a control law shown in FIG. 9 is an acceleration / deceleration map in which the horizontal axis represents the median value of the guide tape and the vertical axis represents the rotational speeds of the left and right motors 11 and 12, and the solid line is on the left side. Acceleration / deceleration data for the motor 11, and the dotted line is acceleration / deceleration data for the motor 12 on the right side.

Moreover, the acceleration control rules a and c are set so that the speed control amount (see the motor rotation speed) in the vehicle lateral deviation amount small region (see line e) becomes large, and the deceleration control rules b and d are set. The speed control amount (see the motor rotation speed) in the lateral deviation amount small region (see the line e) is set to be small. That is, the control data on the acceleration side and the control data on the deceleration side have a predetermined hysteresis. In FIG. 9, the acceleration control law and the deceleration control law are configured in one map M5, but it goes without saying that these may be configured in different maps. The operation of the vehicle control device thus configured will be described in detail below with reference to the flowchart shown in FIG.

In the first step S21, the CPU 20 determines whether or not it is started up.
Move to 22. In this second step S22, the CPU 2
0 sets acceleration control rules a and c. Next, in a third step S23, the CPU 20 calculates the position of the guide tape 2 based on the outputs of the point sensors P1 to P16 of the guide sensor 8.

Next, in a fourth step S24, the CPU 20 calculates the motor rotation speed, and then in a fifth step S25,
The CPU 20 uses the calculated motor rotation speed value as RA, for example.
It is stored in a predetermined area of M17. Next, the sixth step S2
In step 6, the CPU 20 sets the motor rotation speed,
In step S27, the CPU 20 drives the left and right motors 11 and 12 at the set speed.

In the next eighth step S28, the CPU 20 determines whether or not it is a stop command based on the address plate data and the like, and Y
At the time of ES determination, the process proceeds to the next ninth step S29, and at this ninth step S29, the CPU 20 stops driving of the left and right motors 11 and 12, while at the time of NO determination, proceeds to another tenth step S30. In the tenth step S30, the CPU 20 calculates the position of the guide tape 2 based on the outputs of the point sensors P1 to P16 of the guide sensor 8, and in the next eleventh step S31, the CPU 20 calculates the motor rotation speed.

Next, in a twelfth step S32, the CPU 20
Compares the stored value (current value) stored in the RAM 17 with the calculated value (updated value) calculated in the eleventh step S31 to determine whether the acceleration is deceleration. When acceleration is such that the stored value ≦ calculated value, the process proceeds to the next thirteenth step S33, while when deceleration is satisfied where the stored value> calculated value, the process proceeds to another fourteenth step S34.

In the 13th step S33 described above, the CPU 2
0 sets the acceleration control rules a and c, while the above-mentioned 14th
In step S34, the CPU 20 sets the deceleration control laws b and d. Since the control law set corresponding to the acceleration / deceleration is reflected in the motor driving in the above-described seventh step S27 by the iterative process of the flowchart, the responsiveness can be improved during acceleration and the deceleration during deceleration. It is possible to improve the responsiveness to the updated value and the traveling stability.

That is, since the acceleration control rules a and c and the deceleration control rules b and d are set to be switched according to the acceleration and deceleration of the vehicle, the followability and response to speed up (acceleration) and speed down (deceleration). As a result, it is possible to improve the driving stability and the running stability.

In addition, the acceleration control rules a and c are set so that the speed control amount in the vehicle lateral deviation amount small region (see the line e) is large, and the deceleration control rules b and d are set in the same region. Since it is set to be small, there is an effect that the followability, responsiveness, and traveling stability can be more surely improved by switching the control law during acceleration / deceleration. The effect of using the map M5 is the same as that in each of the above-described embodiments.

11 to 13 show still another embodiment of the vehicle control device, and the circuit device of the previous figure is also used in this embodiment. However, in this embodiment, the RAM 17
Stores the forward movement map M6 shown in FIG. 11 and the backward movement map M6 shown in FIG.

In the forward movement map M6 shown in FIG. 11, the horizontal axis represents the central value of the guide tape, and the vertical axis represents the speed control value. Specifically, the left and right motor rotation speeds (the solid line for the left motor 11,
The dotted line is the control rule for the right motor 12). In the backward movement map M7 shown in FIG. 12, the horizontal axis indicates the guide tape center value, the vertical axis indicates the speed control value, specifically, the left and right motors. This is a control law based on the rotation speed (the solid line is for the left motor 11 and the dotted line is for the right motor 12).

In the embodiment shown in FIGS. 11 to 13, the left and right driving wheels 4 and 5 and the guide sensors 8 and 8 (the left side in FIG. 2 when moving forward, the FIG.
(The guide sensor on the right side of is used) is different, so that the maps M6 and M7 are switched and used according to the forward retreat. The operation of the vehicle control device thus configured will be described below in detail with reference to the flowchart shown in FIG.

In the first step S41, the CPU 20 determines whether or not it is started up, and when the determination is YES, the following second step S41 is executed.
Move to 42. In this second step S42, the CPU2
0 determines whether or not the vehicle is moving forward, and when NO is determined, the process skips to step S44, while when YES is determined, the next third step is performed.
Control goes to step S43. This third step S43
Then, the CPU 20 uses the forward movement map M6 as the forward movement control law.
Set.

Next, in a fourth step S44, the CPU 20 determines whether or not the vehicle is moving backward, and when a NO determination is made, a sixth step S4.
While skipping to 6, when YES is determined, the process proceeds to the next fifth step S45. In this fifth step S45, C
The PU 20 sets a reverse map M7 as a reverse control law.

Next, in the sixth step S46, the CPU 20 calculates the position of the guide tape 2 based on the outputs of the point sensors P1 to P16 of the guide sensor 8, and in the next seventh step S47, the CPU 20 calculates the motor rotation speed. Then, in the next eighth step S48, the CPU 20 sets the calculation result as the motor rotation speed.

Next, in a ninth step S49, the CPU 20 determines whether or not the vehicle is moving forward, and if NO is determined, the eleventh step S49.
While skipping to 51, when the YES determination is made, the next 10th
Control goes to step S50. This tenth step S50
Then, the CPU 20 drives the left and right motors 11 and 12 forward, and when steering is required, the self-propelled vehicle is driven by the left and right speed difference in the above-described motor rotation speed that reflects the read value from the forward travel map M6. Steer 3 (correct direction).

In the next eleventh step S51, the CPU 20
Determines whether or not the vehicle is moving backward, and skips to step S53 in the thirteenth step when NO is determined, while the next first step is performed when YES is determined.
2 Go to step S52. This twelfth step S5
In step 2, the CPU 20 drives the left and right motors 11 and 12 in the backward direction, and when steering is necessary, the CPU 20 self-propels by the speed difference between the left and right in the above-described motor rotation speed that reflects the read value from the reverse map M7. Steer the car 3 (correct the direction).

Next, in a thirteenth step S53, the CPU 20
Determines whether it is a stop command from the address plate data, etc., and
When the S determination is made, the process skips to the sixteenth step S56, while when the NO determination is made, the next fourteenth step S54 is performed. In the 14th step S54, the CPU 20 determines whether or not the address plate 9 is detected based on the output of the address sensor 10, and when the NO determination is made, the process returns to the sixth step S46, while when the YES determination is made, the next 15th step is performed. S55
Move to

In the above-mentioned fifteenth step S55, the CPU 2
0 determines whether or not the code of the address plate 9, that is, the address code is a stop code. When NO is determined, the process returns to the sixth step S46, and when YES is determined, the process proceeds to the next 16th step S56. In this 16th step S56, the CP
U20 stops each motor 11 and 12 on either side, and complete | finishes a series of processes.

In this way, the forward movement map M6 and the reverse movement motor M7 are set to be switched according to the forward and backward movement of the vehicle 3, so that the drive wheels 4, 5 and the guide sensor 8 are set in advance and in reverse. Even if the relative positional relationship of is changed, there is an effect that it can be sufficiently coped with. The effects of using the maps M6 and M7 are the same as those in the previous embodiments.

FIG. 14 shows another embodiment of the two-wheel drive type self-propelled vehicle 3. In this embodiment, the left and right driving wheels 4, 5 and the left and right driving wheels 4 and 5 are provided on a base 22 which is rotatable around a steering sensor 21. The left and right motors 11 and 12 are arranged, and even if the above-described embodiment is applied to the two-wheel drive type self-propelled vehicle 3 configured as described above, the same operation and effect can be obtained.
In the figure, the same parts as those in the previous figure are designated by the same reference numerals, and detailed description thereof will be omitted.

FIGS. 15 to 20 show still another embodiment of the vehicle control device, and a two-wheel drive type vehicle in each of the preceding embodiments, but in this embodiment, a one-wheel drive type is shown. The vehicle is shown. That is, the drive wheel 24 and the traveling motor 25 that rotates the drive wheel 24 in the normal and reverse directions are arranged on the rotary base 23, while the steering motor 26 is provided separately from the traveling motor 25. Reverse rotation force is applied to the gear mesh structure or V belt, timing belt,
The power is transmitted to the rotary base 23 by a power transmission means such as a chain, and steering is executed. 27,
Reference numeral 28 is a driven wheel having a non-free wheel structure or a free wheel structure. In FIG. 15, the same parts as those in the previous figure are designated by the same reference numerals.

FIG. 16 shows a control circuit of the vehicle control device shown in FIG. 15, in which the CPU 30 operates the operation display unit 14, according to the program stored in the ROM 29, based on the input from the guide sensor 8 and the address sensor 10. The motor drive units 31 and 32 are driven and controlled, and the RAM 33 stores necessary data and maps such as maps M8, M9, and M10 (see FIGS. 17, 18, and 19) as a control law.

Here, the above-mentioned motor drive unit 31 drives the drive wheels 24 forward and reverse through the traveling motor 25, and the above-mentioned drive unit 32 executes steering through the steering motor 26.
A map M8 shown in FIG. 17 is a high speed map in which the horizontal axis represents the guide tape position and the vertical axis represents the steering speed value of the steering motor 26. This high speed map M8 is, for example, 30% of the vehicle speed.
It corresponds to an area of -60 m / min.

A map M9 shown in FIG. 18 is a medium speed map in which the horizontal axis represents the guide tape position and the vertical axis represents the steering speed value of the steering motor 26. The medium speed map M9 is, for example, 15 times the own vehicle speed. Corresponds to an area of ~ 30 m / min. A map M10 shown in FIG. 19 is a low speed map in which the horizontal axis represents the guide tape position and the vertical axis represents the steering speed value of the steering motor 26. This low speed map M10 is, for example, 5 to 15 of the vehicle speed.
It corresponds to the area of m / min.

That is, for high speeds which are almost proportional to the vehicle speed,
Multiple maps M8, M as control rules for medium speed and low speed
9, M10 are provided, and these maps M8, M9, M10
The steering speed value corresponding to the own vehicle speed is obtained by the switching setting of No. 1, and the solid line in FIGS. 17, 18, and 19 indicates the leftward correction speed value (for example, the normal rotation speed value of the steering motor 26). The dotted line indicates the rightward correction speed value (for example, the reverse rotation speed value of the steering motor 26).

The operation of the vehicle control device thus configured will be described below in detail with reference to the flowchart shown in FIG. In the first step S61, the CPU 30 determines whether or not it is started up, and when YES is determined, the process proceeds to the next second step and 62. In this second step S62, the CPU 30 sets the low speed map M10 as the low speed steering speed control law corresponding to the time of startup.

Next, in a third step S63, the CPU 30 determines based on the output of the address sensor 10 whether or not the address plate 9 is detected, and when NO is determined, the process skips to step S74. 4 steps S64
Move to In the fourth step S64, the CPU 30 reads the address data via the address sensor 10.

Next, in a fifth step S65, the CPU 30 determines whether or not it is a high speed command, and when NO is determined, the process skips to an eighth step S68 while when YES is determined, the next sixth
Control goes to step S66. This sixth step S66
Then, the CPU 30 sets the high speed map M8 as the high speed steering speed control law, and in the next seventh step S67, the CP
U30 sets the traveling speed to a high speed.

Next, in an eighth step S68, the CPU 30 determines whether or not the command is a medium speed command, and when the determination is NO, the process skips to the eleventh step S71, while when the determination is YES, the process proceeds to the next ninth step S69. This ninth step S69
Then, the CPU 30 sets the medium speed map M9 as the medium speed steering speed control law, and at the next tenth step S70, C
The PU 30 sets the traveling speed to medium speed.

Next, in the eleventh step S71, the CPU 30
Determines whether it is a low speed command, skips to the 14th step S74 when the NO determination is made, and proceeds to the next 12th step S72 when the YES determination is made. In the twelfth step S72, the CPU 30 sets the low speed map M10 as the low speed steering speed control law, and the following thirteenth step S7.
In 3, the CPU 30 sets the traveling speed to a low speed.

Next, in a fourteenth step S75, the CPU 30
Are the point sensors P1 to P1 in the guide sensor 8.
Based on the output from 6, the position of the guide tape 2, in other words, the amount of lateral deviation of the self-propelled vehicle 3 is produced. Next, in a fifteenth step S75, the CPU 30 calculates the steering speed, and
6 In step S76, the CPU 30 sets the steering speed,
In the following 17th step S77, the CPU 30 drives the steering motor 26.

Next, in the eighteenth step S78, the CPU 30
Drives the traveling motor 25, and the next 19th step S79.
Then, the CPU 30 determines whether or not it is the stop command based on the address plate data and the like, and returns to the third step S63 when the NO determination is made, while moving to the next twentieth step S80 when the YES determination is made, and this 20th step is performed. CP at S80
U30 stops driving the traveling motor 25 and ends the series of processes.

In short, the guide sensor 8 on the side of the self-propelled vehicle 3 detects the position of the guide means (see the guide tape 2) provided on the floor 1 and moves the self-propelled vehicle 3 along the guide means. The control unit (see RAM 33 and CPU 30) in which the mops M8, M9, and M10 are set while traveling is set to 1 by the steering control amount (see steering speed value) according to the lateral deviation amount of the self-propelled vehicle 3 with respect to the guide tape 2. Steering control (direction correction) is performed on the drive wheels 24 of the wheel drive.

As described above, since the driving (running) of the self-propelled vehicle 3 and the steering of the self-propelled vehicle 3 are separately controlled for steering, the self-propelled vehicle 3 is compared with the two-wheel drive type. Can be improved, and since the maps M8, M9, and M10 are used as the control law, the data setting,
This has the effect of facilitating corrections and changes.

Furthermore, a plurality of maps M8, M9, M10
Degree of running degree of self-propelled vehicle 3 (see high speed, medium speed, low speed)
Since the switching setting is performed in accordance with the above, there is an effect that the steering speed according to the own vehicle speed can be secured, and the followability and the traveling stability can be improved. In this embodiment, the magnitude of the traveling speed is divided into three stages of high speed, medium speed, and low speed, and maps M8, M9, and M10 corresponding to these are respectively provided, but this is a multistage of four or more stages. May be divided into In addition, the one-wheel drive type is effective when the number of casters as the driven wheels is large.

In the correspondence between the structure of the present invention and the above-mentioned embodiment, the guide means of the present invention corresponds to the guide tape 2 of the embodiment, and the control law is the same for each map M1.
To M10, the control unit corresponds to the RAMs 17 and 33 and the CPUs 20 and 30, and the address means corresponds to the address plate 9. However, the present invention is not limited to the configuration of the above-described embodiment. Absent.

For example, the combination of the guide tape 2 and the point sensors P1 to P16 may be a combination of a light-reflecting element such as a white line and a photoelectric sensor, or a line body that generates a magnetic field by passing an induced current. And a search coil having a coil wound around a cylindrical bobbin.

In the first aspect, the control law is not limited to the map, but may be a control law based on a calculation formula or an arithmetic formula. Further, it goes without saying that the map M5 shown in FIG. 9 may be divided into an acceleration map and a deceleration map and stored in the RAM.

[Brief description of drawings]

FIG. 1 is a side view showing a vehicle control device of the present invention.

FIG. 2 is a plan view showing the relationship between the guide tape and the vehicle.

FIG. 3 is an explanatory diagram showing a relationship between a lateral deviation amount of a vehicle and a control law.

FIG. 4 is a block diagram of a control circuit.

FIG. 5 is an explanatory diagram of a high speed map.

FIG. 6 is an explanatory diagram of a medium speed map.

FIG. 7 is an explanatory diagram of a low speed map.

FIG. 8 is a flowchart showing vehicle control.

FIG. 9 is an explanatory diagram of an acceleration / deceleration map.

FIG. 10 is a flowchart showing acceleration / deceleration control.

FIG. 11 is an explanatory diagram of a forward movement map.

FIG. 12 is an explanatory diagram of a backward movement map.

FIG. 13 is a flowchart showing forward / backward movement control.

FIG. 14 is a plan view showing another embodiment of the vehicle.

FIG. 15 is a plan view showing a control device for a one-wheel drive type vehicle of the present invention.

FIG. 16 is a control circuit block diagram.

FIG. 17 is an explanatory diagram of a high speed map.

FIG. 18 is an explanatory diagram of a medium speed map.

FIG. 19 is an explanatory diagram of a low speed map.

FIG. 20 is a flowchart showing vehicle control.

[Explanation of symbols]

 1 ... Floor part 2 ... Guide tape 3 ... Self-propelled vehicle 4, 5, 24 ... Drive wheel 9 ... Address plate 10 ... Address sensor 17, 33 ... RAM 20, 30 ... CPU M1-M10 ... Map

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Koichi Moriyama 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (10)

[Claims] 1. A control device for a vehicle, which detects a position of a guide means provided along a movement path by a guide sensor on a vehicle side and travels along the guide means, wherein the vehicle is laterally displaced with respect to the guide means. A control device for a vehicle, which is provided with a control unit that sets a control law for the control amount and the steering control amount, and performs steering control by the control unit. 2. The vehicle control device according to claim 1, wherein the control law is set in a map. 3. The vehicle control device according to claim 1, wherein a plurality of the control laws are provided, and the control laws are switched according to the traveling speed of the vehicle. 4. The control of the vehicle according to claim 3, wherein the left and right drive wheels are configured to drive and steer the vehicle, and the rotational speed difference between the left and right drive wheels becomes smaller as the vehicle travels at a higher speed. apparatus. 5. The vehicle control device according to claim 3, wherein address means for commanding is provided on the moving route, and a speed command is detected by an address sensor on the vehicle side to set a control law. 6. The vehicle control device according to claim 1, further comprising an acceleration control law and a deceleration control law, wherein the control law is switched and set during acceleration and deceleration. 7. The acceleration control law is set so that the speed control amount in the vehicle lateral deviation small region is large, and the deceleration control law is set so that the speed control amount in the vehicle lateral deviation small region is small. The control device for a vehicle according to claim 6, which is provided. 8. The vehicle control device according to claim 2, further comprising a forward movement map and a backward movement map, wherein the maps are set to be switched in accordance with the forward movement and the backward movement of the vehicle. 9. A control device for a vehicle, which detects a position of a guide means provided on a floor by a guide sensor on the vehicle side and travels along the guide means, the amount of lateral displacement of the vehicle with respect to the guide means. A control device for a vehicle, which is provided with a control unit which sets a map with a steering control amount, and which controls the steering of a single-wheel drive drive wheel by the control unit. 10. The control device for a vehicle according to claim 9, wherein a plurality of the maps are provided, and the maps are switched and set according to the traveling speed of the vehicle.