JPH09269832A - Controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the fluctuation of the travel track of a vehicle in right/left directions when setting speed is changed by varying the control parameter of driving motors so that it gradually changes to a command value which is set by a speed command means. SOLUTION: A map M1 where the travel speed command value is divided into three stages of low speed, middle speed and high speed and are stepwise set, a map M2 where a proportional integral control (PI control) parameter value is divided into three stages in accordance with low speed, middle speed and high speed and they are stepwise set and a map M3 where the control value change rate (▵α/ΑT) of the PI control parameter value, namely, an incline is set so that it corresponds to a delay system in a control system are stored in RAM 19. CPU 20 reads the speed command value corresponding to address data from the map M1. Then, the PI control parameter value is read from the map M2, and the control value change rate (▵α/▵T) of the PI control parameter value is read from the map M3. Thus, the rotational speed of the respective driving motors 6 and 7 at the right and left is operated based on the values.

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 AGV) that travels (moves) in a factory along a guide means such as a magnetic tape (guide tape) provided along a moving path. Vehicle control device.

[0002]

2. Description of the Related Art Conventionally, as a vehicle control device, for example, there is a device described in JP-A-6-259134. That is, an unmanned guided vehicle is equipped with a rate sensor (direction sensor) that detects an absolute position and an angle, a direction encoder that detects the direction of the own vehicle, and a rotation speed encoder that detects the rotation speed of the own vehicle, The estimated angular velocity calculated by processing each encoder output is compared with the absolute angular velocity detected by the rate sensor.When the difference between the two is within a certain value, the absolute angular velocity is used, and when it is above a certain value. It is a control device of a vehicle (AGV) configured to use an estimated angular velocity.

In this conventional apparatus, it is possible to control the vehicle independently. However, when controlling the speed of the vehicle, for example, three-step speed command values of low speed, medium speed and high speed are stepwise (stepwise). ), There is a problem that the vehicle sways in the left-right direction due to the time required for the electric control system to stabilize when changing the speed (during gear shifting).

[0004]

According to the first aspect of the present invention, the control parameter of the drive motor is changed so as to gradually (gradually) change to the command value set by the speed command means. An object of the present invention is to provide a control device for a vehicle that can suppress the traveling locus of the vehicle when the set speed is changed from fluctuating in the left-right direction.

According to the second aspect of the present invention, in addition to the object of the first aspect of the invention, a dead zone for the left and right detection values by the guide sensor is provided. For example, when the left and right detection values are within the dead zone. Prohibits the change of the speed command value, thereby suppressing excessive trajectory control of the drive mechanical portion that drives the left and right drive wheels, and improving the durability of the drive mechanical portion. For the purpose of providing.

According to the invention of claim 3 of the present invention, in addition to the object of the invention of claim 1, a feed-forward portion for disturbance compensation is provided to perform good trajectory control excluding the influence of disturbance. An object of the present invention is to provide a control device for a vehicle that can be executed and that can prevent fluctuations that occur before the control system stabilizes when the speed command value is changed and shorten the response time.

According to the invention of claim 4 of the present invention, in addition to the object of the invention of claim 3, the left and right drive wheels are independently driven, and steering (direction correction) is performed by a difference in rotational speed between the left and right drive wheels. The purpose of the invention is to provide a control device for a vehicle, which can achieve simplification of the structure as compared with the one-wheel drive type.

According to a fifth aspect of the present invention, in addition to the object of the first aspect of the invention, the control parameter change is configured so that the control value change rate is read out and arithmetically processed. It is an object of the present invention to provide a vehicle control device capable of performing respective arithmetic processing corresponding to speed by one logic.

According to the invention of claim 6 of the present invention, in addition to the object of the invention of claim 1, a plurality of maps (for example, a high speed map, a medium speed) for setting the traveling speed command value in a plurality of stages are set. Multiple maps such as a map for low speed and a map for low speed, and by changing the control parameter at the time of switching the map, the map can be set by using the map as the control law while achieving the object of claim 1 above. It is an object of the present invention to provide a control device for a vehicle, which can be easily corrected and changed, has good compatibility with various vehicle types and weights, and can be easily adapted even when shifting gears on a traveling course.

According to the invention of claim 7 of the present invention, in addition to the object of the invention of claim 6, the left and right drive wheels are independently driven, and the rotational speed difference (rotational speed difference) between the left and right drive wheels is increased. It is an object of the present invention to provide a control device for a vehicle that can achieve simplification of the structure as compared with a one-wheel drive type vehicle by executing steering (direction correction) by.

[0011]

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 vehicle control device comprising speed command means for setting a travel speed command value, and parameter changing means for varying a control parameter of a drive motor so as to gradually change to the command value set by the speed command means. It is a control device for a vehicle.

According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, in a vehicle configured to drive the left and right drive wheels respectively, the left and right detected values by the guide sensor are detected. It is characterized in that it is a vehicle control device in which a dead zone is set in the speed calculation unit.

According to a third aspect of the present invention, in addition to the configuration of the first aspect of the invention, a speed setting unit for setting the speed of the vehicle and a trajectory control for the vehicle to follow the guide means. Trajectory control section, a proportional control section for outputting a proportional control amount proportional to a target value, a motor drive section for driving a drive motor, a drive state of the drive motor, and a feedback signal to the proportional control section. A control device for a vehicle, comprising a feedback circuit for returning, and a feed-forward unit for disturbance compensation provided between the output stage of the trajectory control unit and the output side of the proportional control unit and the input side of the motor drive unit. Is characterized by.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect of the present invention, there is provided a vehicle control device set to a vehicle for independently driving the left and right drive wheels of the vehicle. Is characterized by.

According to a fifth aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the control parameter change is a control device for a vehicle which reads out a control value change rate to perform arithmetic processing. Is characterized by.

According to a sixth aspect of the present invention, in addition to the configuration of the first aspect of the invention, a plurality of maps for setting the traveling speed command value in a plurality of stages are provided, and the map corresponds to the traveling speed of the vehicle. When the map is set to be switched, the control device for a vehicle is characterized in that the control parameter of the drive motor is changed so as to gradually change to the command value set in the map.

According to a seventh aspect of the present invention, in addition to the configuration of the sixth aspect of the invention, the vehicle is a vehicle control device set as a vehicle in which the left and right drive wheels are independently driven. Is characterized by.

[0018]

According to the invention described in claim 1 of the present invention, the guide sensor detects the position of the guide means provided along the movement path, and the vehicle travels along the guide means. . The speed commanding means sets the traveling speed command value, while the parameter changing means gradually changes the control parameter of the drive motor so as to reach the command value set by the speed commanding means. In this way, when the set speed is changed, the control parameter of the drive motor is gradually changed to smoothly change the speed, so that there is an effect that the running locus of the vehicle can be suppressed from fluctuating in the left-right direction.

According to the second aspect of the present invention,
In addition to the effect of the invention according to claim 1, the dead band for the left and right detection values by the guide sensor is set in the speed calculation unit, so that the speed command value by the speed calculation unit when the left and right detection values are within the dead band. It is possible to prohibit the change of the drive mechanism, and as a result, it is possible to prevent the drive mechanism portion where the left and right drive wheels are driven from being constantly over-controlled, and the durability of this drive mechanism portion is improved. There is an effect that can be.

According to the third aspect of the present invention,
In addition to the effect of the invention described in claim 1, a feedforward part for disturbance compensation (between the output stage of the trajectory control part and the output side of the proportional control part and the input side of the motor drive part). Since a circuit for detecting a disturbance and performing a correction operation for canceling the influence of the disturbance is provided, it is possible to execute a favorable trajectory control in which the influence of the disturbance is eliminated (compensated).
Moreover, when the speed command value is changed, there is an effect that it is possible to prevent the left-right fluctuation that occurs until the control system becomes stable and to shorten the response time. In particular, when traveling at a low speed, medium speed, or high speed by arbitrarily selecting the traveling speed, or when the long-term sloping road has ended, disturbance will generally occur. It is valid.

According to the invention of claim 4 of the present invention,
In addition to the effect of the invention described in claim 3, the left and right drive wheels are independently driven, and steering (direction correction, trajectory correction) is executed by the rotational speed difference (rotation speed difference) between the left and right drive wheels. Compared with the one-wheel drive type, there is an effect that simplification of the structure can be achieved.

According to the invention described in claim 5 of the present invention,
In addition to the effect of the present invention as set forth in claim 1, the control parameter change is read out by the control value change rate and arithmetic processing is performed. Therefore, for example, each speed of low speed, medium speed, and high speed is controlled by one logic. There is an effect that it is possible to perform each arithmetic processing corresponding to.

According to the invention of claim 6 of the present invention,
In addition to the effect of the invention described in claim 1, since a map (map assigned to a data memory such as RAM) as a plurality of control rules for setting the traveling speed command value in a plurality of stages is set, the map is provided. It is easy to set, modify, and change itself, and it has good compatibility with various vehicle types and weights, and it is easy to adapt even when changing the running course (including changing the radius of curvature at the corners). There is an effect that can be. In addition, since the control parameter of the drive motor is changed so as to gradually change to the command value set in the map when the above-mentioned map switching setting corresponding to the vehicle traveling speed is set, the change in the control parameter allows the speed to be smoothly changed. There is an effect that it is possible to prevent the traveling locus of the vehicle from fluctuating in the left-right direction due to the change being executed.

According to the invention of claim 7 of the present invention,
In addition to the effect of the invention described in claim 6, the left and right drive wheels are independently driven, and steering (direction correction) is executed by the difference in rotational speed (rotational speed difference) between the left and right drive wheels. There is an effect that the simplification of the structure can be achieved as compared with the drive type.

[0025]

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 guide tape 2 as an example of guide means is laid on a floor portion 1 along a movement route (running course). The vehicle speed is a so-called AGV, but it will be simply referred to as a vehicle hereinafter.) 3 side is provided with a base 5 which is horizontally rotatable around a steering center 4, and left and right drive motors 6 installed on the base 5. , 7 have left and right drive wheels 8 and 9 driven independently.

Further, the above-mentioned vehicle 3 is provided with left and right driven wheels 10 and 11 each having a free wheel structure or a non-free wheel structure, and a guide sensor 12 arranged in a direction intersecting the guide tape 2 at right angles. Is equipped with. Further, the vehicle 3 described above is provided with an address sensor 14 for detecting an address plate 13 as an address means arranged at a predetermined position on the floor 1.

Here, the above-mentioned guide sensor 12 has a plurality of, for example, 16 point sensors C1 to C16 arranged in a direction intersecting with the guide tape 2 as shown in FIG. 3, and each of these point sensors C1 to C16. C16 is configured to detect the lateral displacement (lateral displacement) of the guide tape 2 and the vehicle 3.

That is, in FIG. 3, CL1 indicates the center of the vehicle 3, CL2 indicates the center of the guide tape 2, and the distance between these centers CL1 and CL2 is the lateral displacement amount (lateral displacement amount) ΔL of the vehicle 3. Therefore, the lateral deviation amount ΔL disappears due to the difference in rotational speed between the left and right drive wheels 8 and 9 (difference in rotational speed), in other words, due to the difference in rotational speed between the left and right drive motors 6 and 7 (difference in rotational speed). To steer.

Further, while the above-mentioned guide tape 2 is set as a magnetic tape (magnetic recording medium), each of the above-mentioned point sensors C1 to C16 is set as a magnetic Hall element as an example of a magnetic sensor, and the floor portion 1 and the road surface are set. It is constructed so as not to be easily affected by dirt and to ensure good magnetic detection accuracy. Furthermore, in this embodiment, in the two-wheel drive type vehicle 3, the shift in the left-right direction with respect to the guide tape 2 is detected, and the difference in the rotational speeds of the left and right drive wheels 8 and 9, in other words, the left and right sides. The vehicle 3 is configured to be steered (direction correction, trajectory control) by the difference in rotational speed of the drive motors 6 and 7.

FIG. 4 shows the functional blocks of the vehicle control device. The CPU 20 is based on the necessary input signals from the operation unit 15 including the track switch stop switch, the guide sensor 12, and the address sensor 14, and the ROM 16 is provided. According to the program stored in the left and right motor drive units 17, 1
8, and the RAM 19 stores necessary maps and data such as the first map M1 shown in FIG. 6, the second map M2 shown in FIG. 7, and the third map M3 shown in FIG.

In FIG. 4, the drive motors 6 and 7 described above are connected to encoders 21 and 23 as rotation speed detecting means for detecting the rotation speeds thereof.
Output stage of the CPU via the encoder input units 22 and 24
Feedback connection to 20. Where R above
The first map M1 (see FIG. 6) stored in the AM 19 is a map in which the traveling speed command value is divided into three stages of low speed, medium speed, and high speed and set stepwise.

The second map M2 (see FIG. 7) is a map in which the PI control parameter value is set in three steps according to the above-mentioned low speed, medium speed, and high speed, and is set to "P".
Since proportional (proportional) “I” indicates integral (integral), PI control means proportional integral control. Further, as is well known, a parameter means a parameter and a parameter. Furthermore, the third map M3 is PI
It is a map in which a control value change rate (Δα / ΔT) of a control parameter value, a so-called gradient, is set so as to adapt to a delay system in a control system.

The CPU 20 described above gradually changes to the speed command means for setting the traveling speed command value (see the sixth step S6 in the flowchart shown in FIG. 11) and the command value set by the speed command means. As described above, the parameter changing means (see the routine R1 consisting of steps in the flow chart shown in FIG. 11) for varying the control parameter of the drive motors 6, 7 (in this embodiment, the control change rate in the PI control parameter value, so-called gradient) is used. Also serve.

On the other hand, FIG. 5 shows a control block equivalent to the functional block shown in FIG. 4, in which the guide tape position and the traveling speed command value are input to the left and right drive motor speed calculation units 25 and 26, respectively. Drive motor speed calculator 25,
26 calculates the rotational speeds of the drive motors 6 and 7.

Each of these drive motor speed calculators 25, 26
The calculation result from is input as a command value to the comparison units 27 and 28, and the proportional units 27 and 28 are connected to the encoders 21 and 28.
3 to feedback lines 29 and 30, speed conversion unit 3
Feedback signal (signal for speed feedback) input via 1, 32 and the above calculation result (command value)
And the next PI control unit 33, 34 as a control deviation
To output. Each of the PI control units 33 and 34 described above performs proportional-plus-integral calculation of the input control deviation and outputs the result to each of the motor drive units 17 and 18 in the next stage.
Drives the corresponding drive motors 6 and 7 separately.

Reference numeral 35 denotes a mechanical traveling steering mechanism portion including the steering center 4, the base 5, and the left and right driving wheels 8 and 9.
The left and right positional deviation amount with respect to the guide tape 2 is detected by the guide sensor 12 and is given to the left and right drive motor speed calculation units via the loop 36. In addition, each of the above elements 25-
28, 31 to 34 are configured in the CPU 20. 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 initializes the timer (resets the timer to zero). This timer is for integrating the time, and a CPU built-in timer is used as the above-mentioned timer. In the second step S2, C
The PU 20 determines whether or not it is activated based on a signal from the operation unit 15 including the activation switch, and waits when the NO determination is made, while proceeding to the next third step S3 when the YES determination is made.

At the third step S3, the CPU 20 determines whether or not the address plate 13 is detected based on the signal from the address sensor 14, and when the NO determination is made, the 16th step S1.
While skipping to 6, when YES is determined, the process proceeds to the next fourth step S4. In this fourth step S4, the CPU
20 determines whether or not it is a speed command (shift command) based on the address data stored in advance in the address plate 13, and skips to 16th step S16 at the time of NO determination, and moves to the next 5th step S5 at the time of YES determination. Transition.

In the fifth step S5, the CPU 20 displays the speed command value corresponding to the address data in the first map M1 in FIG.
Read from That is, the speed command value corresponding to the low speed is read at the low speed command, the speed command value corresponding to the medium speed is read at the medium speed command, and the speed command value corresponding to the high speed is read at the high speed command. Next, in a sixth step S6, the CPU 20 sets the read speed command value.

Next, in a seventh step S7, the CPU 20 sets P
The I control parameter value is read from the second map M2 in FIG. Next, in an eighth step S8, the CPU 20 reads the control value change rate (Δα / ΔT) of the PI control parameter value, the so-called gradient, from the third map S3 in FIG. Next, in a ninth step S9, the CPU 20 determines the current PI control parameter value (current P value) from the read PI control parameter value (read PI value).
I value) is subtracted to obtain Δβ (that is, the amount of change in the parameter)
(See FIG. 7).

Next, in a tenth step S10, the CPU 20
Starts the timer, and in the next eleventh step S11, the CP
U20 determines whether or not ΔT ≧ timer value, and if NO, skips to 16th step S16, while determining ΔT
YES (when ΔT is a value of about 100 msec per step) reaches the timer value (eg 1 sec)
At the time of determination, the process proceeds to the next twelfth step S12, and in this twelfth step S12, the CPU 20 initializes the timer (returns the timer to zero).

Next, in a thirteenth step S13, the CPU 20
Is the current PI value = current PI value (1 + Δα), the current PI value is obtained, and in the next fourteenth step S14, the CPU 20 compares the current PI value with the read PI value to determine whether the current PI value < When the read PI value is reached, the process returns to the eighth step S8, while when the current PI value ≧ read PI value is reached, the process proceeds to the next fifteenth step S15.

By the routine R1 from the eighth step S8 to the fourteenth step S14 described above, the stepwise PI control parameter value as shown in FIG. 7 should be gradually changed with a gradient adapted to the control system as shown in FIG. become. In the above-mentioned fifteenth step S15, the CPU 20 stops the timer,
In the next sixteenth step S16, the CPU 20 calculates the position of the guide tape 2, that is, the left / right deviation amount based on the output of the guide sensor 12. Then in the 17th step S17,
The CPU 20 calculates the left and right motor drive speeds, and in the next eighteenth step S18, the CPU 20 calculates the motor rotation speed error.

Next, in a nineteenth step S19, the CPU 20
Calculates the PI control amount, and in the next twentieth step S20,
The CPU 20 calculates the left and right motor rotation speeds. Next, in the 21st step S21, the CPU 20 sets the motor rotation speed, and in the next 22nd step S22, the CPU 20 drives the left and right motors 6 and 7 at the set motor rotation speed.

Next, in the 23rd step S23, the CPU 20
Determines whether or not to stop based on a command from the address plate 13 or a signal from the operation unit 15 including a stop switch, and N
When the O determination is made, the routine returns to the third step S3, while Y
When the ES determination is made, the process proceeds to the next 24th step S24, and in this 24th step S24, the CPU 20 stops the left and right drive motors 6, 7 and ends the series of processes.

In summary, the above-mentioned guide sensor 12 is the guide means provided on the floor 1 (see the guide tape 2).
The vehicle 3 travels along the guide tape 2 by detecting the position. Further, the speed command means (see sixth step S6) described above sets the traveling speed command value, but the parameter changing means (see routine R1) sets the drive motor to the command value set by the speed command means. The control parameters 6 and 7 are gradually changed. In this way, when the set speed is changed, the control parameters of the drive motors 6 and 7 are gradually changed to smoothly change the speed, so that there is an effect that the running locus of the vehicle 3 can be suppressed from fluctuating in the left-right direction. .

That is, when the proportional gain and the integral time constant are changed stepwise as shown in FIG. 7 when the set speed is changed, it takes time for the control system to stabilize. The guide tape position detection value as shown in 8 (changes such that it gradually converges while repeating overshoot and undershoot), but the above-mentioned routine R1
Since the PI control parameter value is graded at, the guide tape position detection value becomes as shown in FIG.
There is an effect of suppressing the left and right shake of the.

Further, since the control value change rate (Δα / ΔT) (see FIG. 9) is read and arithmetically processed for the above-mentioned change of the control parameter, one logic (logic) can be used for each of low speed, medium speed and high speed. There is an effect that each arithmetic processing corresponding to the speed can be performed.

Furthermore, the left and right drive wheels 8 and 9 are independently driven, and steering (direction correction, trajectory correction) is executed by the difference in rotational speed (rotational speed difference) between these left and right drive wheels 8 and 9. Compared with the wheel drive type, there is an effect that simplification of the structure can be achieved.

FIG. 12, FIG. 13 and FIG. 14 show another embodiment of the vehicle control device, and the circuit device of the previous embodiment is also used in this embodiment. However, in the case of this embodiment, FIG.
12 in place of the first map M1 shown in FIG. 12, the medium speed map M5 shown in FIG. 13, and the low speed map M6 shown in FIG. Three maps are used.

The above-mentioned high speed map M4 (see FIG. 12) is a control law in which the horizontal axis represents the guide tape position and the vertical axis represents the rotational speeds of the left and right motors 6 and 7, and the actual vehicle speed is, for example, 3
It corresponds to 0 to 60 m / min. Also, the above-mentioned medium speed map M5
(See FIG. 13) is a control law in which the horizontal axis represents the position of the guide tape and the vertical axis represents the rotational speeds of the left and right motors 6 and 7,
This corresponds to, for example, 15 to 30 m / min of the actual vehicle speed. Further, the above-described low speed map M6 (see FIG. 14) is a control law in which the horizontal axis represents the guide tape position and the vertical axis represents the rotational speeds of the left and right motors 6 and 7, and the actual vehicle speed is, for example, 5 to 15 m / Equivalent to minutes.

Here, the above-mentioned maps M4, M5, M6.
Is stored in the RAM 19 shown in FIG. 4, while the rotation of the left and right drive wheels 8 and 9 increases as the vehicle travels at a higher speed, as is apparent from FIGS. 12, 13 and 14 for the purpose of improving traveling stability. The speed difference, in other words, the rotational speed differences X, Y, Z of the left and right motors 6, 7 are set to be small. That is, the relational expression of X <Y <Z is set to be satisfied.

As described above, the maps M4, M5, M6 as a plurality of control rules for setting the traveling speed command value (refer to each of the high-speed, medium-speed, and low-speed motor rotation speeds) in a plurality of stages.
With, it is easy to set, modify, and change the map itself, and it has good compatibility with various vehicle types and weights.
Even when the traveling course is changed (including the change of the radius of curvature at the corner portion), it is possible to easily cope with the change. In addition, when the above-mentioned maps M4, M5, M6 corresponding to the vehicle traveling speed are set to be switched (for example, when a shift command is issued from the address plate 13 by the address sensor 14), the command value set in the map (the motor of each map). (Refer to rotation speed)
When the control parameters of the drive motors 6 and 7 are changed so as to gradually change to, the speed change is smoothly executed due to the change of the control parameters as in the previous embodiment, and the traveling locus of the vehicle 3 fluctuates in the left-right direction. There is an effect that can suppress.

Further, since the left and right drive wheels 8 and 9 are independently driven and steering (direction correction) is executed by the difference in rotational speed (difference in rotational speed) between the left and right drive wheels 8 and 9, the one-wheel drive type There is an effect that simplification of the structure can be achieved as compared with the above-mentioned one.

FIGS. 15 and 16 show still another embodiment of the vehicle control apparatus, and in this embodiment also, FIGS.
The circuit device of the embodiment already shown in 1. is used. However, in this embodiment, the dead zones D (see FIG. 15) for the left and right detection values by the guide sensor 12 are set in the left and right drive motor speed calculation units 25 and 26 shown in FIG.

In the case of this embodiment, the CPU 2 described above is used.
0 is a dead zone determining means (see seventh step S37 in the flowchart shown in FIG. 16) for determining whether the detected value of the guide tape position (see FIG. 15) is inside or outside the dead zone D, and the guide tape position detected value is the dead zone. Motor drive speed calculation means for changing the command value on the input side of the comparison units 27 and 28 through the loop 36 for the purpose of executing trajectory control such as turning left and right only when the vehicle is outside D (8th step S in the flowchart shown in FIG. 16).
8)) and the detected value of the guide tape position is within the dead zone D, for the purpose of suppressing the excessive control, the excessive control suppression is performed by pushing only the loop by the feedback lines 29 and 30 without passing through the loop 36 described above. Means (Fig. 1
(See NO determination in seventh step S37 of the flowchart shown in FIG. 6).

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 S31, the CPU 20 determines whether or not it is activated based on a signal from the operation unit 15 including the activation switch, and waits until it is activated at the time of NO determination, while proceeding to the next second step S32 at the time of YES determination. Transition.

In this second step S32, the CPU 20 sets an initial motor drive speed such as a low speed. Next, in a third step S33, the CPU 20 determines whether or not the address plate 13 is detected by the signal from the address sensor 14,
When NO is determined, the process skips to sixth step S36, and when YES is determined, the process proceeds to next fourth step S34.

In this fourth step S34, the CPU 20 determines whether or not it is a speed command (shift command) based on the address data of the address plate 13, and when NO is determined, the sixth step S3.
While skipping to 6, when YES is determined, the process proceeds to the next fifth step S35. In this fifth step S35, C
The PU 20 executes the setting of the traveling speed based on the address data. Next, in a sixth step S36, the CPU 20 calculates the guide tape position from the signal from the guide sensor 12. That is, the lateral shift amount of the vehicle 3 with respect to the guide tape 2 is calculated.

Next, in the seventh step S37, the currently detected guide tape position detection value is the dead zone D shown in FIG.
If it is determined that it is outside the dead zone, and if it is within the dead zone D, skip to the ninth step S39 for the purpose of avoiding excessive control, while performing a trajectory correction such as turning right or left. When the position detection value is outside the dead zone D, at the time points t1 and t2 in FIG. 15), the process proceeds to the next eighth step S38.

In the eighth step S38, the CPU 20 changes the command value on the input side of the comparison units 27 and 28, in other words, on the output side of the drive motor speed calculation units 25 and 26 by the signal from the loop 36. The drive speed calculation process is executed. Next, in a ninth step S39, the CPU 20 executes a motor rotation speed error calculation for obtaining a control deviation between the feedback signals from the feedback lines 29 and 30 and the command value.

Next, in a tenth step S40, the CPU 20
In particular, the PI control units 33 and 34 shown in FIG. 5 calculate the PI control amount. Next, in the eleventh step S41, the CPU 20 calculates the motor rotation speed, and then the twelfth step S42.
Then, the CPU 20 sets the motor rotation speed.

Next, in a thirteenth step S43, the CPU 20
Drives the left and right drive motors 6, 7. Next, in a fourteenth step S44, the CPU 20 determines whether or not the address plate 13 is stopped or based on a signal from the operation unit 15 including a stop switch, and when the NO determination is made, the above-described third step S44 is performed.
On the other hand, when the determination is YES, the process proceeds to the next fifteenth step S45, and in the fifteenth step S45, C
The PU 20 stops the left and right motors 6 and 7 and ends the series of processes.

As described above, the above-mentioned speed calculation units 25, 26
Since the dead zone D (see FIG. 15) for the left and right detection values by the guide sensor 12 is set in the above, when the left and right detection values are within the dead zone D, it is possible to prohibit the speed calculation units 25 and 26 from changing the speed command value. This is possible, and the left and right motor drive speeds do not change in the area within the dead zone D shown in FIG. As a result, it is possible to prevent the drive mechanical portion where the left and right drive wheels 8 and 9 are driven from being always excessively controlled, and it is possible to improve the durability of the drive mechanical portion.

Further, portions a and b shown in FIG. 15 indicate that the detected value of the guide tape position is outside the dead zone D, and such portions a and b have unevenness on the road surface or when the vehicle 3 slips. However, when the guide tape position detection value swings outside the dead zone D, the trajectory can be corrected well by the difference between the left motor driving speed and the right motor driving speed. When turning left or right, the left and right motors 6,
The direction can be corrected by the speed difference of 7.

FIG. 17 shows still another embodiment of the vehicle control device, and the circuit device shown in FIGS. 1 to 4 is used also in this embodiment. However, in the case of this embodiment, the circuit shown in the block diagram of FIG. 17 is shown in the locus control portion. This figure 1
The configuration of the block diagram of 7 is as follows.

That is, a locus control unit 42 (corresponding to a map) for controlling the locus of the vehicle 3 along the guide tape 2 is connected to the next stage of the speed setting unit 41 for setting the speed of the vehicle 3. There is. This locus control unit 42 is connected to line 4
3 and 44 are connected to the left and right comparison units 45 and 46, and the left and right proportional control units 47 and 48 and the left and right integration control units 49 and 50 (when running on a slope are connected to the deviation output stage of the comparison units 45 and 46. The integral control sections 49 and 50 are required to correspond to the occurrence of the deviation as described above).

The left proportional control unit 47 and the integral control unit 4
The respective outputs of 9 are connected to the comparison unit 51, and the left side drive motor 6 (not shown in FIG. 17) is connected to the output side of the comparison unit 51 via the left motor drive unit 17. Similarly, the outputs of the proportional control unit 48 and the integral control unit 50 on the right side are connected to the comparison unit 52, and the output side of the comparison unit 52 is connected to the drive motor 7 on the right side via the right motor drive unit 18.
(Not shown in FIG. 17) is connected. Here, the left and right motors 6 and 7 are PWM-controlled (pulse width modulation control) by the motor driving units 17 and 18.

The output sides of the encoders 21 and 23 for detecting the rotational speeds of the drive motors 6 and 7 are feedback-connected to the comparison units 45 and 46 via the feedback lines 53 and 54. It should be noted that the speed conversion units 31 and 32 (see FIG. 5) are provided on the feedback lines 53 and 54.

Further, a mechanical operation steering section 55 including the above-mentioned steering center 4, base 5, etc. is provided, and the left and right drive wheels 8, 9 are provided.
The guide sensor 12 is configured to detect a laterally offset position between the guide mark 2 and the vehicle 3 when the vehicle travels.
Reference numeral 56 denotes a comparison unit that compares the output of the guide sensor 12 with the target value Ps (the median value of the guide sensor 12). The output of the comparison unit 56 is input to the locus control unit 42 described above.

57 is the rotational speed V _L of the left drive motor 6
A comparison unit which compares the disturbance V _LX, the output of the comparator 57 is input to the encoder 21. Similarly, 58 is a comparison unit for comparing the rotational speed V _R of the drive motor 7 on the right side with the disturbance V _RX, and the output of the comparison unit 58 is input to the encoder 23. Reference numeral 59 is a comparison unit for comparing the operation amount P of the vehicle 3 by the traveling steering unit 55 and the disturbance P _X, and the output of the comparison unit 59 is input to the guide sensor 12.

Here, the feedback line 5 connecting the above-mentioned encoders 21 and 23 and the respective comparing sections 45 and 46.
A feedback circuit for detecting the driving states of the drive motors 6, 7 and returning a feedback signal to the above-mentioned proportional control units 47, 48 is constituted by 3, 54.

In addition, a disturbance compensation feedforward unit 60 is provided between the output stage in the left side system of the trajectory control unit 42 and the comparison unit 51, and similarly, the right side of the trajectory control unit 42 described above. A feedforward unit 61 for disturbance compensation is also provided between the output stage of the system and the comparison unit 52. In other words, the proportional control units 47 and 48, the integral control unit 4
9, 50 in parallel with the above-mentioned feed-forward section 60, 6
1 are connected.

Here, the above-mentioned comparison parts 51 and 52 are located between the output side of the proportional control parts 47 and 48 and the input side of the motor drive parts 17 and 18. Now, the setting of the rotational speed of the left and right drive motors 6 and 7 to correct the path deviation by the position change of the guide tape 2 during fluctuations and right turn of the steering amount due to a change in road surface condition F _L, and F _R When the target value of the trajectory control is P _S and the operation amount of the steering unit 55 is P, the relationship between these three is obtained as shown in the following [Equation 1].

[0075]

[Equation 1]

In the above equation, f represents a function. The feedforward quantity B _L, B _R, proportional control amount P _L, P
_R can be calculated by the following [Equation 2].

[0077]

[Equation 2]

Further, the integral control amounts I _L and I _R can be obtained by the following [Equation 3].

[0079]

(Equation 3)

The rotation speeds V _L of the drive motors 6 and 7 described above,
The relationship between V _R and the inputs of the motor drive units 17 and 18 is as shown in the following [Equation 4].

[0081]

(Equation 4)

In the above-mentioned [Equation 4], the right side shows the inputs to the motor drive units 17 and 18. Further, the operation amount P of the steering portion 55 for traveling while performing the trajectory control so as to be in the center of the position guide sensor 12 of the guide tape 2 can be expressed by the following [Equation 5].

[0083]

(Equation 5)

Here, the position of the guide tape 2 is at the center of the guide sensor 12 and is stable at a set speed V _S (however, in the following equation, V _SL is the left speed and V _SR is the right speed). Motor drive unit 1 for traveling in a stationary state
The relationship between the input and output of 7 and 18 is as shown in the following [Equation 6].

[0085]

FIG. 6

That is, the inputs V _SL and V _SR of the motor drive units 17 and 18, which are the balance points of the control system, are feedforward amounts B _LS and B _RS and offset amounts C _L (0) and C _SR.
It becomes a signal obtained by adding _R (0). Incidentally, the inputs V _SL and V _SR of the motor drive units 17 and 18, which are the balance points when the feedforward units 60 and 61 are not provided, are calculated by the integral control units 49 and 50 as shown in [Equation 7]. It is only the offset amount.

[0087]

(Equation 7)

Thus, the traveling speed is arbitrarily selected,
When the vehicle is switched between low speed, medium speed, and high speed, the balance point of the inputs of the motor drive units 17 and 18 is the integration control unit 4 when the feedforward units 60 and 61 are not provided.
Only the offset amount of 9,50 (see Eq. 7) is needed, and the integration time with respect to the integration time constant TI is required until the speed is changed to the new speed balance point. During that time, the control system becomes unstable. Although the vehicle 3 is fluctuated while traveling, if the feedforward amounts 60 and 61 described above are provided as in the present embodiment, the feedforward amount B corresponding to the set speed is set by the feedforward units 60 and 61.
_LS and B _RS are the offset amounts C _L (0),
Since it is added to C _R (0), the correction amount of the offset amount by the integral control units 49 and 50 becomes the minimum, and the integration time until reaching the balance point of the newly set speed becomes the shortest. Therefore, the instability time of the control system at the time of changing the traveling speed is minimized, and there is an effect that it is possible to prevent the left and right fluctuations from occurring when the vehicle 3 travels.

In summary, according to the embodiment shown in FIG. 17, the output stage of the locus control unit 42 and the proportional control unit 4 described above are used.
Between the output side of 7, 48 and the input side of the motor drive section 17, 18, a feedforward section 6 for disturbance compensation is provided.
Since 0, 61 (a circuit for detecting a disturbance and performing a correction operation for canceling the influence of the disturbance) is provided, it is possible to execute a favorable trajectory control in which the influence of the disturbance is eliminated (compensated) and the speed is reduced. When the command value is changed, there is an effect that it is possible to prevent the lateral fluctuation that occurs until the control system becomes stable and to shorten the response time. In particular, when traveling at a low speed, medium speed, or high speed by arbitrarily selecting the traveling speed, or when the long-term sloping road has ended, disturbance will generally occur. It is valid.

In the correspondence between the configuration of the present invention and the above-mentioned embodiment, the guide means of the present invention corresponds to the guide tape 2 made of the magnetic tape of the embodiment. Similarly, the guide sensor is a magnetic sensor. The speed command means corresponds to the sixth step S6 controlled by the CPU 20, and the control parameter is the control value change rate (Δ.
corresponding to α / ΔT), the parameter changing means is the CPU 2
The speed calculation unit corresponding to the routine R1 by the 0 control and in which the dead zone is set is the left and right drive motor speed calculation units 25, 2
6, the feedback circuit corresponds to the feedback lines 53 and 54, and the plurality of maps correspond to the high-speed map M4, the medium-speed map M5, and the low-speed map M6. The configuration is not limited to the example configuration.

For example, the combination of the guide tape 2 and the guide sensor 12 including the plurality of point sensors C1 to C16 may be a combination of a light reflecting element such as a white line tape and a photoelectric sensor, or by applying an induction current. It may be a combination of a wire that generates a magnetic field and a search coil in which a coil is wound around a cylindrical bobbin. Further, according to claims 1, 3, 5 and 6, the invention is not limited to a vehicle having two drive wheels, but a so-called one drive wheel (traveling wheel) and a so-called steering motor for steering the drive wheel are provided. Of course, it may be a one-wheel drive type vehicle.

[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 of the vehicle with respect to the guide tape.

FIG. 3 is an explanatory diagram showing a relationship between a guide tape and a point sensor.

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

FIG. 5 is a control block diagram of the control device.

FIG. 6 is an explanatory diagram of a traveling speed command value.

FIG. 7 is an explanatory diagram of PI control parameter values.

FIG. 8 is an explanatory diagram of guide tape position detection values when the parameter variable control is not implemented.

FIG. 9 is an explanatory diagram of a control value change rate in a PI control parameter value.

FIG. 10 is an explanatory diagram of guide tape position detection values when parameter variable control is performed.

FIG. 11 is a flowchart showing parameter variable control.

FIG. 12 is an explanatory diagram of a high speed map stored in a RAM.

FIG. 13 is an explanatory diagram of a medium speed map stored in a RAM.

FIG. 14 is an explanatory diagram of a low speed map stored in a RAM.

FIG. 15 is an explanatory diagram showing the relationship between the guide tape position detection value and the left and right motor drive speeds when a dead zone is provided.

FIG. 16 is a flowchart showing dead zone control.

FIG. 17 is a block diagram showing another embodiment of the control device of the present invention.

[Explanation of symbols]

 1 ... Floor part 2 ... Guide tape 3 ... Vehicle 6,7 ... Drive motor 8, 9 ... Drive wheel 12 ... Guide sensor 17, 18 ... Motor drive part 25, 26 ... Drive motor speed calculation part M4, M5, M6 ... Map S6 ... Speed command means R1 ... Parameter changing means D ... Dead zone 41 ... Speed setting part 42 ... Locus control part 47, 48 ... Proportional control part 53, 54 ... Feedback line 60, 61 ... Feed forward part

Claims (7)

[Claims] 1. A control device for a vehicle which travels along the guide means by detecting the position of a guide means provided along a moving path by a guide sensor on the vehicle side, and sets a travel speed command value. A vehicle control device comprising: speed command means; and parameter changing means for varying a control parameter of a drive motor so as to gradually change to a command value set by the speed command means. 2. The vehicle control device according to claim 1, wherein in a vehicle configured to drive left and right drive wheels respectively, a dead zone for left and right detection values by the guide sensor is set in a speed calculation unit. 3. A speed setting unit for setting the speed of the vehicle, a trajectory control unit for controlling the trajectory of the vehicle along the guide means, and a proportional control unit for outputting a proportional control amount proportional to a target value. A motor drive unit for driving the drive motor; and a feedback circuit for detecting a drive state of the drive motor and returning a feedback signal to the proportional control unit. The output stage of the trajectory control unit and the proportional control unit output side and The control device for a vehicle according to claim 1, wherein a feedforward unit for disturbance compensation is provided between the input side of the motor drive unit and the input side. 4. The vehicle control device according to claim 3, which is set in a vehicle in which the left and right drive wheels of the vehicle are independently driven. 5. The control device for a vehicle according to claim 1, wherein the control parameter change rate is read out by a control value change rate and arithmetically processed. 6. A drive motor comprising a plurality of maps for setting a traveling speed command value in a plurality of stages, and gradually changing to a command value set in the map when the map switching setting corresponding to the vehicle traveling speed is set. The control device for a vehicle according to claim 1, wherein the control parameter is changed. 7. The vehicle control device according to claim 6, wherein the vehicle is set as a vehicle that independently drives left and right drive wheels.