JPH09271105A - Control method for vehicle and its device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a vehicle to turn and run the corner part with a small radius smoothly even if it is a large vehicle with large inertia, by energizing reverse torque to a drive motor which drives right and left drive wheels at the time of braking. SOLUTION: In a method of performing the direction control (locus control) by the speed difference between the right and left drive wheels 8 and 9, the direction control is performed by energizing reverse torque to the necessary sides of the drive motors 6 and 7 to drive the drive wheels 8 and 9, at the time of braking such as the time of cornering, etc. Therefore, when the locus of running of the vehicle 3 tends to deviate, the direction can be modified surely by the braking by reverse torque, and even if it is a vehicle 3 with large inertia, it can turn and run the corner part with a small radius smoothly Therefore, the cornering property can be improved, and also the running speed of the vehicle 3 can be increased.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic guide that travels (moves) in a factory along guide marks (guide means) such as a magnetic tape or a white line tape for light reflection provided along a moving path. Vehicle (so-called AG
V) and a control method thereof.

[0002]

2. Description of the Related Art Conventionally, as a vehicle control method and apparatus of the above-mentioned example, there is one described in Japanese Patent Publication No. 61-48322. That is, a compound winding type drive including an armature, a series winding field, a series winding field changeover switch, a shunt winding field resistance, a shunt winding field resistance switch, and a shunt winding field switch. When an unmanned vehicle travels downhill on a predetermined speed or more by providing a motor, the regenerative current flowing through the drive motor is effectively used, and when the regenerative current reaches a predetermined value, the voltage discriminator The output is amplified, the shunt field switching switch is turned on via a relay, the shunt field resistance is short-circuited, and the shunt field is increased field. The unmanned vehicle traveling method is configured to reduce the number of rotations of the armature so as to surely prevent the unmanned vehicle from recklessly running down the board.

According to this conventional means, there is an advantage that the vehicle can be regeneratively braked by effectively utilizing the regenerative current (regenerative energy), but the effective use of the regenerative current can only prevent the vehicle from running out of control. Then, it is difficult to execute the trajectory control (direction control) of the vehicle by the regenerative energy.

[0004]

SUMMARY OF THE INVENTION The invention according to claim 1 of the present invention is one in which directional control (trajectory control) is performed by the speed difference between the left and right driving wheels, and necessary braking such as during cornering or sudden braking is performed. When reverse torque is applied to the drive motors that drive the left and right drive wheels at times, the direction can be reliably corrected by braking due to reverse torque when the vehicle's running trajectory tends to shift. It is an object of the present invention to provide a vehicle control method capable of smoothly turning around a corner having a small radius even for a large vehicle.

According to a second aspect of the present invention, in addition to the object of the first aspect of the invention, the deceleration is performed by adjusting the consumption amount of the regenerative energy generated in the drive motor during deceleration to control the direction. It is an object of the present invention to provide a vehicle control method capable of reliably correcting the direction of the vehicle while controlling the braking amount by effectively utilizing the above-mentioned regenerative energy when the traveling locus of the vehicle tends to shift.

According to the invention of claim 3 of the present invention, in addition to the object of the invention of claim 2, when the required speed difference between the left and right drive motors exceeds a predetermined value, the left and right drive wheels are driven. An object of the present invention is to provide a vehicle control method capable of controlling the trajectory of a vehicle by effectively utilizing the regenerative energy when the lateral displacement amount of the vehicle becomes large by regeneratively braking one of the driving wheels.

According to a fourth aspect of the present invention, in addition to the object of the first aspect of the invention, a drive control map relating to a lateral shift amount of a vehicle with respect to guide means provided along a moving route. By using the above two maps which are separately allocated to the data memory as a control law by providing a braking value map, the setting of the map itself is easy, and the compatibility according to the model and weight of the vehicle is good. A control method for a vehicle, which can be expanded in versatility, can be easily modified in a part of a map, and can be sufficiently coped with even when a traveling course of the vehicle is changed (including a change in a radius of curvature in a corner portion). For the purpose of providing.

According to the fifth aspect of the present invention, when the regenerative energy generated in the drive motor during deceleration is controlled to control the direction (trajectory control), the running locus of the vehicle tends to shift during deceleration. An object of the present invention is to provide a vehicle control device capable of surely correcting the direction of the vehicle by effectively utilizing the regenerative energy described above.

According to a sixth aspect of the present invention, in addition to the object of the fifth aspect of the invention, a motor control section is provided in parallel with a motor drive section, so that the motor control section has a simple structure. An object of the present invention is to provide a vehicle control device capable of reliably utilizing the regenerative current flowing in the motor braking portion to reliably control the vehicle and control its trajectory.

According to the invention of claim 7 of the present invention, in addition to the object of the invention of claim 5, PWM (Pulse Widt)
By controlling regenerative energy consumption by pulse width modulation (abbreviation of h Modulation) control, stepless braking can be performed and there is no loss of regenerative energy, and energy efficiency is improved (energy saving). It is an object of the present invention to provide a vehicle control device capable of performing the above.

According to the invention of claim 8 of the present invention, in addition to the object of the invention of claim 5, a braking value map relating to the lateral deviation amount of the vehicle with respect to the guide means provided along the movement path is provided. It is easy to set the map itself by using the braking control by using the brake control, and it is possible to improve the versatility by adapting it according to the model and weight of the vehicle. It is an object of the present invention to provide a control device for a vehicle, which can sufficiently cope with the change of the traveling course (including the change of the radius of curvature at the corner portion) and can secure a good braking characteristic.

According to the invention of claim 9 of the present invention, in addition to the object of the invention of claim 8 described above, a drive control map and a braking value map are provided, and these maps are switched and controlled. An object of the present invention is to provide a control device for a vehicle that is capable of ensuring both excellent trajectory control characteristics and good braking characteristics.

According to a tenth aspect of the present invention, in addition to the object of the fifth aspect of the invention, the deceleration position of the vehicle is detected by an address means provided on the movement path of the vehicle, and thus, the accuracy is improved. An object of the present invention is to provide a control device for a vehicle that can detect a deceleration position.

[0014]

According to a first aspect of the present invention, there is provided a vehicle control method in which direction control is performed by a difference in speed between left and right driving wheels. It is a control method for a vehicle, in which a drive motor for driving wheels is urged with a reverse torque to control a direction.

According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, a vehicle control is performed in which the amount of regenerative energy generated in the drive motor during deceleration is adjusted to control the direction. It is a method.

According to a third aspect of the present invention, in combination with the configuration of the second aspect of the invention, when the required speed difference between the left and right drive motors exceeds a predetermined value, the left and right drive wheels are driven. It is a method of controlling a vehicle in which one of the drive wheels is regeneratively braked.

According to a fourth aspect of the present invention, in addition to the configuration of the first aspect of the present invention, a drive control map relating to the lateral deviation amount of the vehicle with respect to the guide means provided along the movement path, And a braking value map corresponding to the amount of lateral deviation of the vehicle, and a method of controlling the vehicle that brakes the drive wheels based on the braking value map.

According to a fifth aspect of the present invention, there is provided a vehicle control device configured to perform direction control based on a speed difference between left and right driving wheels, and deceleration detecting means for detecting a deceleration state of the vehicle. The vehicle control device is provided with a regenerative energy control means for controlling the regenerative energy during deceleration in accordance with the lateral deviation amount of the vehicle from the guide means provided along the movement path.

According to a sixth aspect of the present invention, in addition to the configuration of the fifth aspect of the invention, left and right drive motors for driving the left and right drive wheels are provided, and the left and right drive motors are drive-controlled. It is a control device for a vehicle in which a motor braking unit is installed in parallel with a motor driving unit.

The invention according to claim 7 of the present invention is, in addition to the configuration of the invention according to claim 5, a vehicle control device for controlling the regenerative energy consumption by PWM control.

According to the invention of claim 8 of the present invention, in addition to the structure of the invention of claim 5, a braking value map relating to the lateral deviation amount of the vehicle with respect to the guide means provided along the movement path is provided. The vehicle control device is controlled by the braking value map.

According to a ninth aspect of the present invention, in addition to the configuration of the eighth aspect of the invention, a drive control map corresponding to the lateral deviation amount of the vehicle is provided, and the drive control map and the braking value map are provided. It is a vehicle control device for switching control.

According to a tenth aspect of the present invention, in addition to the configuration of the fifth aspect of the invention, there is provided a vehicle control device for detecting the deceleration position of the vehicle by means of an address means provided on a moving route of the vehicle. It is characterized by being.

[0024]

According to the invention described in claim 1 of the present invention, in the method of performing the direction control (trajectory control) by the speed difference between the left and right driving wheels, the above-mentioned method is used at the time of braking such as cornering. Reverse torque is applied to the necessary side of the drive motors that drive the left and right drive wheels to control the direction, so when the running trajectory of the vehicle tends to shift, the direction can be reliably corrected by braking with the reverse torque. Even if the vehicle has a large inertial force, the vehicle can smoothly turn in a corner with a small radius, the cornering characteristics can be improved, and the traveling speed of the vehicle can be increased. There is an effect that can be achieved.

According to the invention described in claim 2 of the present invention,
In addition to the effect of the invention described in claim 1, the drive motor is rotated by inertia during deceleration, and the drive motor acts as a generator to generate regenerative energy. The regenerative energy consumed during deceleration is consumed. Adjust (Control the braking amount)
When the vehicle's running trajectory tends to deviate during deceleration, the regenerative energy described above is effectively used to ensure correct vehicle direction correction without the need for any mechanical braking device. There is an effect that can be done.

According to the third aspect of the present invention,
In addition to the effect of the invention described in claim 2, when the difference between the required speeds of the left and right drive motors exceeds a predetermined value, the drive wheel on the necessary side is regeneratively braked via one drive motor. When the lateral deviation amount of the vehicle becomes large, there is an effect that the above-mentioned regenerative energy is effectively used to control the trajectory of the vehicle and the lateral deviation amount of the vehicle can be corrected.

According to the invention described in claim 4 of the present invention,
In addition to the effect of the invention described in claim 1, the above-mentioned drive control map and braking value map are provided as control rules,
The map (map that is assigned to the data memory) itself can be easily set, and it has good compatibility with the model and weight of the vehicle, and it can be expanded in versatility, and the map can be easily modified and changed. Therefore, there is an effect that it is possible to sufficiently cope with the case where the traveling course of the vehicle is changed (including the change of the radius of curvature at the corner portion).

According to the invention described in claim 5 of the present invention,
Directional control of the vehicle is executed by the speed difference between the left and right driving wheels, the deceleration detection means described above detects the deceleration state of the vehicle, and the regenerative energy control means described above is controlled by the guide means provided along the movement path of the vehicle. The regenerative energy during deceleration is controlled according to the lateral deviation amount. As a result, when the running locus of the vehicle tends to shift during deceleration, the above-described regenerative energy can be effectively used to reliably correct the direction of the vehicle (trajectory correction).

According to the invention described in claim 6 of the present invention,
In addition to the effect of the invention as set forth in claim 5, the motor control section is provided in parallel with the motor drive section, so that the regenerative current (regenerative energy) flowing through the motor control section during deceleration has a simple structure. ) Is effectively used, there is an effect that the vehicle can be reliably braked and the trajectory is controlled.

According to the invention of claim 7 of the present invention,
In addition to the effect of the invention described in claim 5, ON, OFF
Since the consumption of regenerative energy is controlled by the PWM control that modulates the width of the energizing pulse, stepless braking can be performed and there is no loss of regenerative energy, improving energy efficiency (energy saving). )
There is an effect that can be achieved.

According to the invention described in claim 8 of the present invention,
In addition to the effect of the invention described in claim 5, a braking value map corresponding to the lateral deviation amount of the vehicle is provided to perform the braking control according to the lateral deviation amount, so that the map effect similar to that of claim 4 is provided. Moreover, there is an effect that good braking characteristics can be secured.

According to the ninth aspect of the present invention,
In addition to the effect of the invention described in claim 8, the drive control map and the braking value map are switched and controlled, so that both good trajectory control characteristics and good braking characteristics are ensured. Besides, it is possible to set, change and modify each of these maps as a control law.

According to the invention of claim 10 of the present invention, in addition to the effect of the invention of claim 5, the deceleration position of the vehicle (the position to be decelerated) is provided on the moving route (running course) of the vehicle. Since it is detected by the assigned address means (means in which deceleration command data is stored in advance), there is an effect that the deceleration position can be accurately detected and the vehicle can be appropriately decelerated.

[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 vehicle control method and apparatus,
1 and 2, a guide tape 2 as an example of guide means is provided on a floor 1 along a moving path (running course).
Are laid, and unmanned mobile vehicles (self-propelled vehicles, so-called AG
V is a vehicle abbreviated 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, 7 installed on the base 5. The left and right drive wheels 8 and 9 are independently driven by the.

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 orthogonal to the above-mentioned guide tape 2. Is equipped with. Further, an address plate 13 (an address plate in which speed command data, deceleration command data, etc. are stored in advance) as address means arranged at a predetermined location (see FIG. 9) on the floor 1 of the vehicle 3 is detected. The address sensor 14 is attached.

Here, the 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. At C16, the lateral displacement of the vehicle 3 relative to the guide tape 2 (lateral displacement Δ
L) is configured as a detection technique.

While the guide tape 2 is set as a magnetic tape (magnetic recording medium), each of the above 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 is a functional block diagram of the vehicle control device, in which the CPU 30 outputs signals from the operation section 15 including a start switch and a stop switch and the point sensors C1 to C.
Signal from the guide sensor 12 including 16 and address plate 13
According to the program stored in the ROM 16 based on the signal from the address sensor 14 having the magnetic sensor configuration for detecting the
8, right motor drive unit 19, right motor braking unit 20
The RAM 21 stores necessary maps and data such as the drive control map M1 and the braking value map M2 shown in FIG.

Here, the above-mentioned motor drive units 17 and 19 are energized to the drive motors 6 and 7 by PWM control and are turned on and off.
By varying the FF ratio, the left and right drive wheels 8 and 9 are separately controlled via the corresponding drive motors 6 and 7. Further, the above-described motor braking units 18 and 20 control the consumption amount of regenerative energy generated in the drive motors 6 and 7 during deceleration, for example, by PWM control, and the energization of O is controlled by this PWM control.
A regenerative current is supplied so as to apply a reverse torque to the drive motors 6 and 7 corresponding to the N and OFF percentages.

Further, in the drive control map M1 (see FIG. 3) stored in the RAM 21 described above, the horizontal axis represents the lateral shift amount of the vehicle 3 with respect to the guide tape 2, and the vertical axis represents the left and right drive motors 6, 7. In the map M1, CL1 indicates the vehicle center and CL2 indicates the center of the guide tape 2, the so-called tape center, based on the control rule based on the rotational speed. FIG. 3 illustrates a state in which the vehicle 3 is displaced to the right by the lateral deviation amount ΔL. The lateral deviation amount ΔL is corrected in the direction,
In order to make the centers CL1 and CL2 coincide with each other, it is necessary to rotate the drive motor 7 on the right side at the rotational speed a and rotate the drive motor 6 on the left side at the rotational speed b (where b <a). .

In the braking value map M2 stored in the RAM 21 described above, the horizontal axis represents the lateral deviation amount of the vehicle 3 with respect to the guide tape 2, and the vertical axis represents the braking control value for each of the left and right drive motors 6, 7 (hereinafter simply referred to as braking). Abbreviated as “value”), when the rotation speed of the right drive motor 7 is a predetermined value with respect to the rotation speed of the left drive motor 6, the braking value for the left drive motor 6 is zero (point d). When the rotation speed of the drive motor 7 on the right side is maximum, the brake value for the drive motor 6 on the left side becomes maximum (see point e). Shows,
Similarly, when the rotation speed of the left drive motor 6 is a predetermined value with respect to the rotation speed of the right drive motor 7, the braking value for the right drive motor 7 is zero (see point f), and the predetermined value is The above shows that the braking value increases, and when the rotational speed of the left drive motor 6 is maximum, the braking value for the right drive motor 7 is maximum (see point g).

Moreover, the above-mentioned CPU 30 is the address sensor 1
4 detects deceleration state of the vehicle 3 by detecting the address plate 13 (see FIG. 9) (see steps S2 and S3 in the flowchart shown in FIG. 10);
A regenerative energy control means (see seventh step S7 in the flowchart shown in FIG. 10) for controlling the regenerative energy (regenerative current) during deceleration corresponding to the lateral deviation amount of the vehicle 3 from the guide tape 2 provided on the. Also serve.

FIG. 5 shows a control block equivalent to the functional block shown in FIG. 4, in which the left and right drive motor speed calculators 2 are provided.
2, 23 and left and right drive motor braking calculation units 24, 2
A guide position signal (guide tape position signal) and a traveling speed command value including deceleration are input to the motor 5, and the calculation results calculated by these calculation units 22 to 25 correspond to the corresponding motor drive units 17 and 19, respectively. Motor braking unit 1
8 and 20, and the left and right drive motors 6 and 7 are individually driven or brake-controlled by these circuit units 17 to 20.

Reference numeral 26 denotes a traveling steering mechanism portion including the steering center 4 and the base 5 described above. The traveling steering mechanism portion 26 steers the vehicle 3, and the guide sensor 12 detects the lateral displacement amount of the vehicle with respect to the guide tape 2. The detection output of the guide sensor 12 is input to each of the arithmetic units 22 to 25. Here, each of these arithmetic units 22 to 25 is a CPU 30.
Composed inside.

A unidirectional motor or a forward / reverse bidirectional motor can be used as each of the left and right drive motors 6 and 7 described above, and a drive / braking circuit for the unidirectional motor and the forward / reverse bidirectional motor is shown in FIG. A detailed description will be given based on FIG. 7. First, referring to FIG. 6, the structure of the driving and braking circuit for the one-way motor (driving motor 6 or 7) will be described. The relay Ra is connected to the positive electrode line 28 of the motor power source 27.
(For details, a relay contact is simply referred to as a relay for convenience of description below. The other relay contacts in FIGS. 6 and 7 are also abbreviated similarly.) The other end of the direction is connected to the negative electrode of the motor power supply 27 via the negative electrode line 29, and the relay Rb is connected in parallel with the one-way motor.

When the above-mentioned one-way motor is driven (rotated), the relay Ra is PWM-controlled, while the relay Rb is turned off so that the current flows in the direction shown by the solid line in FIG. Further, since the one-way motor acts as a generator during deceleration and regenerative energy (regenerative current) is generated, when the one-way motor is braked (braking) using this regenerative energy, the relay Ra is turned off and the relay Rb is Is PWM controlled to flow a regenerative current in the direction indicated by the dotted line in FIG. The PWM control is shown in FIG.
%, 75%, and 100%, respectively, this energization ratio can be arbitrarily set between 0 and 100%. The driving and braking of the above one-way motor can be summarized as shown in [Table 1] below.

[0047]

[Table 1]

Here, in the PWM control of the regenerative current, when it is turned on, it acts as braking, and when it is turned off, regenerative energy is returned to the battery side to save energy, and the relays Ra and Rb are Since the contact resistance is zero, there is an effect that no energy is wasted.

Next, the structure of the drive / braking circuit for the forward / reverse bidirectional motor (driving motor 6 or 7) will be described with reference to FIG.
An H-shaped bridge 31 is formed between the negative electrode line 29 and
The forward and reverse bidirectional motors are provided in the center of the H-shaped bridge 31, and each line 3 forming the H-shaped bridge 31.
2, 33, 34 and 35 respectively have relays Ra, Rc,
Rb and Rd are provided.

When the forward / reverse bidirectional motor is normally rotated (corresponding to the forward movement of the vehicle), the relay Ra is set to PW.
M control, turn off relays Rb and Rc, turn on relay Rd
When set to N, a current flows in the direction shown by the solid line in FIG. When the forward / reverse bidirectional motor is rotated in the reverse direction (corresponding to the backward movement of the vehicle), the relays Ra and Rd are turned OFF, the relay Rb is PWM-controlled, and the relay Rc is turned ON, so that a current flows in the direction indicated by the phantom line in FIG. .

Further, by utilizing the regenerative current at the time of deceleration, the forward / reverse 2
When braking the directional motor, set the relays Ra and Rb to OF
F and relays Rc and Rd are PWM-controlled to flow a regenerative current in the direction shown by the dotted line in FIG. 7 (however, the direction of the regenerative current in forward and reverse directions is the direction of the regenerative current in reverse motor rotation). The opposite direction of the dotted arrow). Regarding the PWM control, the energization ratio can be arbitrarily set between 0 and 100% as described above. The forward rotation, reverse rotation, and braking of the above-described forward / reverse bidirectional motor are summarized in the following [Table 2].

[0052]

[Table 2]

In the above-mentioned [Table 2], since the energization direction is opposite between the forward rotation and the reverse rotation of the forward / reverse bidirectional motor, the direction control is performed by the speed difference between the left and right driving wheels 8 and 9. In the control method of the vehicle 3 described above, the above-mentioned left and right drive wheels 8 and 9 are driven when braking is required (during braking) such as during cornering without being limited to using regenerative energy during deceleration. Drive motors 6 and 7 (forward / reverse bidirectional motors) are reversed in polarity to momentarily apply reverse torque to motor 6 or 7 on the left or right side, whichever is necessary. It may be configured to control (refer to claim 1), and the sudden braking may be applied by this method.

A vehicle control method by the vehicle control device thus configured will be described below in detail with reference to the flowchart shown in FIG. In the first step S1, the CPU 30
Determines whether or not it is activated based on a signal from the operation unit 15 including the activation switch, waits for an activation command when NO is determined, and proceeds to the next second step S2 when YES is determined.

In this second step S2, the CPU 30 determines whether the address sensor 14 has detected the address plate 13 (see FIG. 9). The above-mentioned address plate 13 is for deceleration, for medium speed command, for low speed command, as shown in FIG.
There are various address plates 13 for stop commands, etc. In the second step S2, the presence or absence of the address plate 13 is determined, and when NO is determined, the process skips to fifth step S5, and when YES is determined, the process proceeds to the next third step S3. Transition.

In this third step S3, the CPU 30 determines whether or not the speed is set based on the address data (deceleration command, medium speed command, low speed command, stop command, etc.) read from the address plate 13 by the address sensor 14. Then, when NO determination that speed change is not required is skipped to the fifth step S5, when YES determination that speed change (including deceleration) is required, the process proceeds to the next fourth step S4.

In the fourth step S4, the CPU 30 determines the traveling speed (high speed, medium speed,
The traveling speed such as low speed and deceleration is set, and in the next fifth step S5, the CPU 30 calculates the position of the guide tape 2 in response to ON / OFF of each point sensor C1 to C16 of the guide sensor 12 (for example, the center of gravity). Calculate). Next, in a sixth step S6, the CPU 30 causes the drive control map M1.
The rotation speeds of the left and right motors 6 and 7 corresponding to the lateral deviation amount are calculated based on

Next, in a seventh step S7, the CPU 30 calculates a braking value for each of the left and right motors 6, 7 corresponding to the lateral deviation amount, that is, a value for controlling regenerative energy during deceleration, based on the braking value map M2. Next, the eighth step S8
Then, the CPU 30 drives the left and right drive motors 6 and 7,
In the next ninth step S9, the CPU 30 brakes the required motor 6 or 7 based on the above calculation result. The above-mentioned motor drive and motor braking are RWM controlled.

Next, in the tenth step S10, the CPU 30
Is an address sensor 1 for reading a signal from the operation unit 15 including a stop switch or a stop command previously stored in the address plate 13.
Based on the signal from 4, it is determined whether or not it is a stop command, and N
When the O determination is made, the process returns to the second step S2, while Y
When the ES determination is made, the process proceeds to the next eleventh step S11, and in this eleventh step S11, the CPU 30 stops the left and right drive motors 6 and 7, and, for example, the stop position of the traveling course shown in FIG. The vehicle 3 is stopped at the line α).

In summary, according to the vehicle control method of this embodiment, in the method of performing the direction control (trajectory control) by the speed difference between the left and right drive wheels 8 and 9, the above-mentioned method is applied at the time of braking such as cornering. Reverse torque is applied to the necessary side of the drive motors 6 and 7 that drive the left and right drive wheels 8 and 9 to perform direction control. Therefore, when the running trajectory of the vehicle 3 tends to shift, braking due to reverse torque is applied. A vehicle with a large inertial force can be surely corrected in
Even in such a case, the corner portion having a small radius can be smoothly turned, the cornering characteristics can be improved, and the traveling speed of the vehicle 3 can be increased.

Further, the drive motors 6 and 7 are rotated by inertia during deceleration, and the drive motors act as a generator to generate regenerative energy. The regenerative energy (regenerative current) consumption during deceleration is Since the direction is adjusted and the direction is controlled, when the traveling locus of the vehicle 3 tends to shift during deceleration,
There is an effect that the direction of the vehicle 3 can be surely corrected by effectively utilizing the regenerative energy described above and without requiring any mechanical braking device.

Further, when the difference between the required speeds of the left and right drive motors 6, 7 exceeds a predetermined value, one drive motor 6
Alternatively, since the drive wheel 8 or 9 on the necessary side is regeneratively braked via 7, when the lateral deviation amount ΔL of the vehicle 3 becomes large, the trajectory of the vehicle 3 is controlled by effectively utilizing the regenerative energy described above, There is an effect that the lateral deviation amount of 3 can be corrected.

In addition, since the above-mentioned drive control map M1 and braking value map M2 are provided as control rules, it is easy to set the map (map assigned to the data memory) itself, and according to the vehicle model and weight. In addition, it is possible to improve versatility and versatility, and it is easy to modify and change parts of the map, so when changing the running course of the vehicle (including changing the radius of curvature at the corner part) There is an effect that can be sufficiently dealt with.

According to the vehicle control apparatus of this embodiment, the direction control of the vehicle 3 is executed by the speed difference between the left and right driving wheels 8 and 9, and the deceleration detecting means described above (see steps S2 and S3).
Detects the deceleration state of the vehicle, and the regenerative energy control means (see step S7) described above responds to the lateral deviation amount ΔL of the vehicle 3 from the guide means (see guide tape 2) provided on the floor 1 during deceleration. Control the regenerative energy of. As a result, when the traveling locus of the vehicle 3 tends to shift during deceleration, the direction energy (trajectory correction) of the vehicle 3 can be surely corrected by effectively utilizing the regenerative energy described above.

Further, in addition to the motor drive units 17 and 18, the motor control unit (relay Rb in FIG. 6, relay R in FIG. 7) is used.
(see c and Rd) are arranged in parallel, so that the vehicle 3 can be reliably braked and trajectory-controlled by effectively utilizing the regenerative current (regenerative energy) flowing through the motor control unit during deceleration, even though it has a simple structure. There is an effect that can be done.

Furthermore, since the amount of regenerative energy consumed is controlled by PWM control that modulates the width of the energizing pulse by turning it on and off, stepless braking can be performed and there is no loss of regenerative energy.
There is an effect that energy efficiency can be improved (energy saving).

In addition, since the braking value map M2 corresponding to the lateral deviation amount ΔL of the vehicle 3 is provided and the braking control according to the lateral deviation amount ΔL is performed, the same map effect as described above and good braking characteristics are obtained. There is an effect that can be secured.

Further, since the drive control map M1 and the braking value map M2 are controlled by switching, it is possible to secure both a good trajectory control characteristic and a favorable braking characteristic, and to perform control at the same time. As a rule, it is easy to set, change, and modify each of these maps.

Further, the deceleration position (position to be decelerated) of the vehicle 3 is determined by the address means (refer to the address plate 13) provided on the moving route (travel course) of the vehicle 3 (means in which deceleration command data is stored in advance). Since the detection is performed, the deceleration position can be accurately detected, and the vehicle 3 can be appropriately decelerated.

FIG. 11 shows another embodiment of the two-wheel drive type vehicle 3. In the vehicle 3 shown in FIG. 2, the motor 5 and 7 and the drive wheels 8 and 9 are mounted on the base 5 for horizontal rotation. However, in the vehicle 3 shown in FIG. 11, the base 5 described above is omitted. Even if configured in this manner, substantially the same operation and effect as those of the previous embodiment can be obtained. Therefore, in FIG. 11, the same parts as those in FIG. 2 are designated by the same reference numerals, and detailed description thereof will be omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment, the deceleration detecting means of the present invention is the CPU 3 of the embodiment.
Corresponding to each step S2, S3 by the 0 control, the regenerative energy control means corresponds to the seventh step S7 by the CPU 30 control, and the guide means corresponds to the guide tape 2 composed of the magnetic tape. The motor braking unit
Corresponding to the relay Rb of FIG. 6 and the relays Rc and Rd of FIG. 7,
The address means corresponds to the address plate 13, but is not limited to the configuration of the above-described embodiment.

For example, the combination of the guide tape 2 and the guide sensor 12 including the 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, in FIGS. 6 and 7, each of the relays Ra to Rd has a contact structure, but of course, a semiconductor switching element such as an FET may be used to form a contactless structure for the purpose of improving durability. is there.

[Brief description of drawings]

FIG. 1 is a schematic side view of a vehicle used in a control method 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 shift amount with respect to a guide tape and a map.

FIG. 4 is a functional block diagram of a vehicle control device of the present invention.

FIG. 5 is a control block diagram of a vehicle control device of the present invention.

FIG. 6 is a drive / braking circuit diagram for a one-way motor.

FIG. 7 is a drive / braking circuit diagram for a forward / reverse bidirectional motor.

FIG. 8 is an explanatory diagram showing an example of RWM control.

FIG. 9 is an explanatory diagram showing an example of a traveling course.

FIG. 10 is a flowchart showing a vehicle control method of the present invention.

FIG. 11 is a plan view showing another embodiment of the vehicle.

[Explanation of symbols]

 1 ... Floor part 2 ... Guide tape 3 ... Vehicle 6, 7 ... Drive motor 8, 9 ... Drive wheel 13 ... Address plate M1 ... Drive control map M2 ... Braking value map S2, S3 ... Deceleration detection means S8 ... Regenerative energy control means Rb ... relay (motor braking part) Rc, Rd ... relay (motor braking part)

Claims (10)

[Claims] 1. A method of controlling a vehicle in which direction control is performed based on a speed difference between left and right driving wheels, wherein a reverse torque is applied to a drive motor that drives the left and right driving wheels when braking. A vehicle control method for controlling. 2. A vehicle control method according to claim 1, wherein the direction of the vehicle is controlled by adjusting the consumption amount of regenerative energy generated in the drive motor during deceleration. 3. A vehicle control method according to claim 2, wherein when one of the left and right drive wheels has a required speed difference equal to or more than a predetermined value, one of the left and right drive wheels is regeneratively braked. 4. A drive control map relating to a lateral deviation amount of a vehicle with respect to guide means provided along a movement path, and a braking value map corresponding to the lateral deviation amount of the vehicle, and driving based on the braking value map. The method for controlling a vehicle according to claim 1, wherein the wheels are braked. 5. A vehicle control device configured to perform direction control based on a speed difference between left and right driving wheels, the deceleration detecting means detecting a deceleration state of the vehicle, and a guide means provided along a moving path. And a regenerative energy control means for controlling regenerative energy during deceleration in accordance with the amount of lateral deviation of the vehicle from the vehicle control device. 6. The vehicle according to claim 5, wherein left and right drive motors for driving the left and right drive wheels are provided, and a motor braking section is provided in parallel with a motor drive section for driving and controlling the left and right drive motors. Control device. 7. The vehicle control device according to claim 5, wherein the regenerative energy consumption amount is controlled by PWM control. 8. The vehicle control device according to claim 5, wherein a braking value map relating to a lateral displacement amount of the vehicle with respect to guide means provided along the movement path is provided, and the braking value map is used for control. 9. The vehicle control device according to claim 8, wherein a drive control map corresponding to the lateral deviation amount of the vehicle is provided, and switching control is performed between the drive control map and the braking value map. 10. The vehicle control device according to claim 5, wherein a deceleration position of the vehicle is detected by an address means provided on a movement path of the vehicle.