JPH1039930A - Carrier controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a carrier controller by which the service life of a detector can be prolonged and the stop of a carrier can be prevented without increasing time required for adjusting or maintaining the detector even if the scale of the carrier is large. SOLUTION: A magnetic detector 6 is provided so as to face a carrier 16 within the range of a control zone for a fixer 8 of a track body 4. This magnetic detector 6 is constituted by continuously arranging 100 magnetic switches 1 as unit detectors, and address No. is put to each of the switches 1 in order from the terminal part. On the other hand, on the carrier 16, electromagnet units 2 are provided front and behind at places facing the magnetic detector 6. When the carrier 16 moves into the control zone of the fixer 8, the information detected by the magnetic switches 1 magnetized by the electromagnet units 2 is inputted to a position computing element 5, and the position computing element 5 operates the central position of the carrier 16 and outputs it to a linear motor controller.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transfer control device for controlling a plurality of automatic guided vehicles.

[0002]

2. Description of the Related Art In office-automated buildings and factory-automated factories, slips, documents, cash, samples, workpieces, parts, and the like (e.g., Hereinafter, a transported object) is transported by an unmanned transport device (hereinafter, referred to as a transport device) as described below.

[0003] In order to convey a conveyed article quickly and quietly, a method of supporting and traveling a conveyed vehicle by a guide rail without contact is adopted for this conveyer. For this reason, air pressure or magnetic force is used. Above all, the method of levitating by magnetic force is excellent in terms of followability to guide rails and noise reduction,
It is heavily used.

In such a transport apparatus, a plurality of stations for loading and unloading articles, a transport path provided between the stations and through which a plurality of transport vehicles travel, And a transfer control device for allocating a transfer vehicle to the transfer control of each station and a transfer request from each station.

[0005] The transport control device receives signals sent from each station, sequentially assigns the transport vehicles waiting on the transport path, and automatically performs the transport process of the transported articles between the plurality of stations. (See JP-A-63-148803 and JP-A-63-157602).

FIG. 7 is a perspective view showing an example of the arrangement of a conventional transport device. In FIG. 7, the transport device includes a transport path 50, which will be described in detail later, a plurality of stations 60, a charging station 61, a loading / unloading station 62, a maintenance station 63 installed on a branch line of the transport path 50, and a local control device.
64, a control device 65 and the like.

[0007] Of these, the transport path 50 is composed of a pair of parallel lines, a main line portion formed into an elliptical shape by a curved branching unit 53 connected to both ends of the line, and FIG. 7 installed in this main line portion. A plurality of branch lines, which will be described later, branched through the annular rotary branch unit 55, and a parallel line of the main line section is
It is configured by connecting a plurality of linear track units 51.

A straight track unit 51 is connected to one side of the main line (left rear side in FIG. 7) via two sets of rotary branching units 55. Two straight track units 51 are connected to the right rear straight track unit 51, and a short straight track unit is connected to the left rear straight track unit 51 via a T-shaped right-angle branch unit 54. 51 are connected to each other to form branch lines.

On the other side of the main line portion (the right front side in FIG. 7), five straight track units 51 and two curved track 52
The branch lines configured in the shape of a letter are connected via two sets of rotary branching units 55. Further, to the right rear, a branch line portion formed by connecting two linear track units 51 in series is connected via a pair of rotary branching units 55.

At the left end of the main line in FIG. 7, two sets of cross-shaped branch units 56 are connected in series via a curved branch unit 53. Two sets of charging stations 61 are connected to each cross branch unit 56, and two sets of cross branch units are connected.
A loading / unloading station 62 is connected to the end of 56.

The straight track unit 51 and the curved branch units 52 and 53 include a plurality of passage detectors for detecting the passage of the carriage 16 traveling on the carriage path 50 and detectors for detecting the passage speed of the carriage 16. (Hereinafter, generically referred to as a position / speed detector) and a carrier identification code detector are arranged as described later.

A curved branching unit is located behind the right end of the main line.
A maintenance station 63 is installed via 53, and a control device 65 is provided adjacent to the maintenance station 63. A local control device 64 and a station 60 are provided adjacent to the branch line on the left side of the main line, and a station 60 is disposed at the tip of these branch lines, and a short straight track unit 51 connected to the right-angle branch unit 54 is provided. A station 60 is also arranged at the tip of the.

In the right rear of the U-shaped branch line on the right side of the main line, a local control device 64 and a station 60 adjacent to each other and a single station 60 are provided at four locations. The branch line on the maintenance station 63 side is provided with the local control device 64 and the station 60 which are adjacent to each other and the station 60 alone. Note that power supply equipment, members supporting the transport path 50, and the like are omitted.

In the transfer device configured as described above, the combination of the straight track unit 51, the curved branch units 52 and 53, the right-angle branch unit 54, the cross branch unit 56, and the rotary branch unit 55 is changed, so that the transfer device is changed. It is unitized so that it can easily cope with a change in the layout of a factory or office where is installed.

On the other hand, the control device 65 includes
The main line controller that controls the operation of the transport device, and a transfer general controller that will be described later that controls the operation control of the entire transfer device, the flow of the load, and the charging process of the transfer vehicle 16 are housed therein.

In the charging station 61, the transport vehicle 16
Of the storage battery, and the loading / unloading station 62 performs loading / unloading of the transported goods between the warehouse (not shown) and the transport vehicle 16.
Further, each local control device 64 controls the operation of the transport vehicle 16 on each branch line and manages the transported objects.

Further, each station 60 and charging station 61 are provided with an interface, which will be described later. Also charge 16.

FIG. 8 is a block diagram showing the configuration of the control system of the transfer device shown in FIG. In FIG. 8, a local controller 72 and a plurality of station controllers 73 are connected to a transfer general controller 71 by a local area network 91 at a higher level. Further, each linear motor controller 81 is connected to the local controller 72 via a lower-level local area network 92.
Is connected.

In FIG. 8, a transfer controller 71 housed in the control device 65 shown in FIG. 7 and managing the entire transfer device is provided by a higher-level distribution management system 70 such as a production management system in a manufacturing factory. Upon receiving the transport request, the transport controller issues a loading instruction, a start instruction, and an unloading instruction to the local controller 72 accommodated in the local controller 64 shown in FIG.

Then, the local controller 72
The transfer machine 75 installed in each station 60 is controlled via the station controller 73 housed in the corresponding station 60 to load and unload the conveyed goods to and from the conveyance vehicle 16. .

Further, a linear motor 83 is driven by an inverter 82 via a linear motor controller 81 to
Start and run 16. The transport vehicle 16 loaded with the load and the empty transport vehicle 16 are connected via the linear motor controller 81 and the inverter 82 to which the signal of the position / speed detector 76 is input.
Acceleration / deceleration is performed by the linear motor 83 according to a predetermined traveling pattern.

The traveling position and speed of the transport vehicle 16 are monitored by a position / speed detector 76 and a transport vehicle identification code detector 86, which will be described later, disposed on the transport path, and transmitted from the local controller 72 to the corresponding linear motor controller 81. It issues an acceleration / deceleration command and a stop command for the carrier 16.

The vehicle identification code detector 86 and the vehicle detector 80
Is transmitted to the transport general controller 71 as location information of the transport vehicle 16.

On the other hand, a terminal 74 and a barcode reader 85 are installed at each station 60 on the transport path, and an operator sometimes issues a transport request by operating the terminal. A charging device 78 and a carrier interface 77 provided in each charging station 61 and each station 60 receive a signal such as vehicle number information from the carrier 16 and a request for charging a storage battery mounted thereon, and receive signals from the carrier general controller 71. , The local controller 72 and the station controller 33 control the charging device 73 to charge the storage battery mounted on the carrier 16.

In the transport control device configured as described above, the stators 8 of the linear motor 83 are arranged at predetermined intervals along the guide rail on which the transport vehicle 16 travels, and a movable element is attached to the transport vehicle 16. When the carrier 16 approaches the position below the stator of the linear motor 83, the stator 8 of the linear motor 83 is excited to perform control such as acceleration, deceleration, and stop.

As shown in FIG. 9, one stator 8 of the linear motor 83 is moved along the guide rail 3 on which the transport vehicle 16 travels in order to allow the plurality of transport vehicles 16 to travel efficiently. For each control zone that is divided to include
Transport controller that generates commands for 16 runs
The 71 or the local controller 72 is a so-called higher-level control unit.

Further, for each control zone, a position / speed detector 76 for detecting the position and speed of the transport vehicle 16 respectively, and commands from the same type control unit and a higher-level control unit of a plurality of control zones in the traveling direction of the transport vehicle. And a linear motor controller 81 that controls the traveling of the transport vehicle 16 in its own control zone.
Is provided as a so-called lower-order control unit, so that the transport vehicle 16 is continuously accelerated and decelerated in a plurality of control zones (see JP-A-63-148803 and JP-A-63-186506).

FIG. 9 is a perspective view showing a part of the above-mentioned guide rail and a transport vehicle traveling on the guide rail.
In FIG. 9, the conveying path is a track frame 4 having a reverse U-shaped cross section.
And an emergency guide rail (not shown) attached to the inner surface of a side wall (not shown) of the track frame 4 having a U-shaped cross-section and having their opening sides facing each other, and two guide rails 3 of the track frame 4. And a stator 8 of a linear motor which is mounted at a predetermined distance in the longitudinal direction.

A transport vehicle 16 traveling along this transport path
The electromagnet units 2 are arranged at predetermined intervals below the guide rails 3 on the upper surface of the. Carrier 16
The levitation force is controlled by exciting the electromagnet unit 2 with a storage battery (not shown) mounted on the carrier 16.

FIG. 10 shows the position / speed detector 76 connected to the linear motor controller 81 shown in FIG. 9 and the vehicle detector 80 and the linear motor 83 around the stator 8 of the linear motor 83 in the straight section. FIG. 3 is an explanatory diagram showing a configuration.

In FIG. 10, the installation interval L of the vehicle detector 80 is shown.
₀ is almost the same as the length of the carrier 16 in the traveling direction,
The position / speed detector 76 is attached continuously at equal intervals to the entire length L of the mark 93 on the vehicle. The carrier 16 is provided with a mark 93 composed of a reflective surface and a non-reflective surface formed in stripes at positions corresponding to the position / speed detector 76.

The position / speed detector 76 receives the reflected light of the mark 93, detects light of different illuminance by the stripe-shaped reflecting surface, and converts it into a pulse signal. The position information of the vehicle is obtained by discriminating the pulse signal by an UP / DOWN pulse discriminating unit and counting by a counter.

The speed information of the vehicle is obtained from the amount of change in the position information for each sampling time during the position / speed control. The vehicle detector 80 is installed to detect the entry of the carrier 16 into its own zone and to finally position the carrier 16.

Each detector is also installed near the stator of the linear motor at the branch shown in FIG. Among them, the position / speed detector 76 and the vehicle detector 80 on the main line are used for stopping, passing, and starting processes of the transport vehicle on the main line. These detectors are adjusted by an adjuster at the time of installation adjustment of the transport device so as to be in an optimum detection state.

In the transport device configured as described above, a higher-level control unit that issues a command regarding the traveling of the transport vehicle 16;
A position / speed detector 76 for detecting the position and speed of the transport vehicle 16 for each control zone, a vehicle detector 80 for detecting the presence or absence of the transport vehicle 16, and a similar control unit for a plurality of control zones of the transport vehicle traveling method By providing each linear motor controller 81 that controls the traveling of the transport vehicle 16 in each control zone based on a command from the upper control unit as a so-called lower control unit,
Even if the size of the transport equipment becomes large and the frequency of transport increases,
The load on the upper control unit can be reduced, and the vehicles can run smoothly while preventing collision and interference between the vehicles.

[0036]

However, in the transport control device configured as described above, if the scale becomes large, the following problems may occur.
First, as the number of linear motor controllers 81 increases, a position / speed detector that detects the position and speed of the transport vehicle 16
76 and the number of vehicle detectors 80 for detecting the presence or absence of a transport vehicle increase, so that the time required for adjusting and maintaining these detectors also increases.

Next, since a light reflection type detector is employed as the detector, the amount of light emission decreases with time. Therefore, it is necessary to periodically adjust the gain of the light receiving section of the detector.

Further, when used in a semiconductor factory or the like which is generally operated for 24 hours, there is a possibility that an abnormality of the detector may occur before the periodic inspection depending on the individual, and in this case, the entire transfer apparatus is stopped. There is a possibility that.

Accordingly, it is an object of the present invention to extend the life of the detector and prevent the stop of the transfer device without increasing the time required for adjusting and maintaining the detector even when the size of the transfer device is increased. It is an object of the present invention to provide a transfer control device that can perform the control.

[0040]

According to the first aspect of the present invention, a traveling command for a carrier is output for each control zone divided for each stator of a linear motor disposed on a track on which the carrier travels. The control unit controls the traveling of the transport vehicle in its own control zone on the basis of traveling commands output from the control unit and a plurality of control zones provided in each control zone in the traveling direction of the transport vehicle. In a lower control unit and a transport control device including a detector that detects the position and speed of the transport vehicle,
A passive element of a detector facing the carrier is connected to the control zone of the track, and a drive unit of the detector for operating the plurality of passive elements is provided on the carrier.

According to a second aspect of the present invention, there is provided the transfer control device, wherein the passive elements are arranged in a plurality of rows, and the positions of the passive elements in each row in the traveling direction of the transport vehicle are determined by the number of rows of the width of the passive elements. 1 /
It is characterized by being shifted only.

According to a third aspect of the present invention, there is provided the transport control device, wherein the position detection signal of the transport vehicle output from the plurality of passive elements operated by the driving unit is input, and the signals of the plurality of adjacent passive elements are converted. Smoothing means for inverting and calculating a vector inner product to determine an abnormal operation of the passive element is provided.

Further, the transport control device according to the invention of claim 4 is characterized in that the driving unit is an electromagnet and the passive element is a magnetic switch.

The transfer control device according to the fifth aspect of the present invention is characterized in that the driving unit is a light emitting body and the passive element is a photoelectric switch.

Further, in the transfer control device according to the present invention, a half of the sum of the addresses at both ends of the passive element operated by the drive unit is used as the position signal of the transfer vehicle. .

According to the first aspect of the present invention, the position of the carrier traveling in the control zone is detected by a signal output from a passive element operated by the drive unit, and the speed is controlled.

According to the second aspect of the present invention,
By obtaining a half of the sum of the position signals obtained from the output signals of the passive elements in each column, the accuracy of detecting the position of the carrier is improved.

In the invention according to claim 3,
When the output signal of the passive element includes an abnormal operation signal of the passive element, the passive element that outputs the abnormal signal is determined by smoothing processing.

[0049]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the transport control device of the present invention will be described below with reference to the drawings. FIG. 1 is a partial perspective view showing a first embodiment of a transport control device according to the present invention, and corresponds to claims 1 and 4.

In FIG. 1, along a guide rail 3 of a track body 4 on which a transport vehicle 16 travels, a magnetic detector 6 described later in FIG. 2 is replaced by a guide rail instead of the position / speed detector 76 described in FIG. 3 and is continuously installed in a predetermined range.

The magnetic detector 6 incorporates a magnetic switch 1 as a unit that closes a contact when a magnetic field of a certain level or more is sensed, and is arranged in plural numbers along a transport path so as to have a predetermined length. The sensitivity of the magnetic switch 1 is adjusted in advance so that the contact is closed by a magnetic field generated by the electromagnet unit 2 of the transport vehicle 16, and one side of the magnetic switch 1 is connected to a power supply.

The output signal lines on the other side of the magnetic switch 1 are individually connected to the position calculators 5 for calculating the position of the carrier 16 as described later. The output signal line of the position calculator 5 is connected to a linear motor controller (not shown).

Next, with respect to the operation of the thus configured transport control device, FIG. 1 and FIG. 2 for explaining the operation of the magnetic detector and FIG. 3 showing the flow of the output signal of the magnetic detector. explain.

Now, in FIG. 1, the transport vehicle 16 enters below the stator 83 of the linear motor from the left side as shown by the arrow A, and is at the position related to the electromagnet unit 2 and the magnetic detector 6 shown in FIG. And The magnetic detector 6 includes a total of 100 magnetic switches 1. Each magnetic switch 1 has an address No. Are set continuously.

At this time, at the position of the carrier 16 shown in FIG. 4, 5, 6, 7, and 8 magnetic switches 1 operate, and the contacts close. Then, the information of each magnetic switch 1 output from the magnetic detector 6 is stored in the address No. as shown in the front of FIG. In order from 0, 1, 1, 1, 1, 0, 0,
0, 0, 0, 1, 1, 1,...

Next, in FIG. 3 showing the flow of the detection information output from the magnetic detector 6, an address No. 0 to No. The detection information 10 of the magnetic switch 1 up to 99 is obtained by using the sample / position calculation unit 5 shown in FIG.
In the hall 15, sampling is performed at regular intervals. The sampled information is input to the pre-processing unit 11 and the abnormality detection unit 13.

The pre-processing unit 11 processes the detection information 10 in a time series using a low-pass filter to remove noise components. At the same time, the smoothing process of the detection information 10 is performed by the one-dimensional filter as described later in detail.

The signal processed by the pre-processing unit 11 is input to the center position calculation unit 12 together with the entry direction information 14 of the carrier 16 shown in FIG. 3 from the linear motor controller. The position calculator 5 determines which position of the electromagnet units 2 before and after the carrier 16 is to be detected, based on the approach direction of the carrier 16 input in the approach direction information 14.

The center position calculating unit 12 determines the head address and the tail address of the magnetic switch 1 that has been closed by the electromagnet unit 2 ahead in the approach direction based on the approach direction information 14 and the signal input from the preprocessing unit 11. Ask. Next, using these address numbers, the center address 7
Ask for.

Center address = (Last address + Start address) / 2 (1) This value indicates the center position of the electromagnet unit 2.
In this example (FIG. 2), the address No. It becomes 6.

If the result of the division is not divisible, the value after the decimal point is truncated. If the value of the first decimal place is output at the same time, the position can be detected with finer resolution.

The position detector 5 receives the address No. Is output to the linear motor controller. Then, the linear motor controller calculates the frequency command to the inverter 82 shown in FIG. 8 using this information as the position information of the transport vehicle, and further using the difference of the position information for each control cycle as the speed information.

Incidentally, the detection information 10 sampled in the block diagram of FIG. 3 is also input to the abnormality detection unit 13 inside the position calculator 5. Here, raw data that has not been subjected to filter processing or smoothing processing is monitored, and at the end of the stop / pass / start processing of the carrier, it does not operate even though it should be operating, and is either “closed” or “open”. The magnetic switch 1 which has maintained the state is detected.

The address number of the detected abnormal magnetic switch 1 is Is output to the linear motor controller. Then, the linear motor controller inputs the position of the magnetic switch 1 and the occurrence of the abnormality to the higher-order controller, and also informs the linear motor controller that controls the adjacent linear motor that the abnormality has occurred. Tell

FIG. 4 is a block diagram showing the operation of the abnormality detector 13 of the position detector 5 shown in FIG. The first mentioned above
As described in the embodiment, the address No. 0 to N
o. The detection information 10 of the magnetic switch 1 up to 99 is sampled by the sample / hold unit 15 at regular intervals. The sampled detection information 10 is transmitted to the abnormality detection unit 13 of the position calculator 5 by the AND processing unit 20 shown in FIG.
Is input to the falling detector 24.

The signal processed by the AND processing unit 20 is latched by the latch A22 at the leading edge of the transport vehicle entry information 19 to the linear motor stator. The case where the inverted output of the latch A22 becomes "H" level is regarded as abnormal occurrence. As a result, it is possible to detect a magnetic switch whose contact point is already "closed" before the transport vehicle enters.

Similarly, the signal whose fall has been detected by the fall detector 24 is ORed by the OR processor 21,
It is latched at the falling edge of the entry information 19 in the latch B23. The case where the output signal of the latch B23 becomes "H" level is regarded as abnormal occurrence. As a result, it is possible to detect a magnetic switch in which the contact has never been in the “closed” state after the vehicle has passed.

Next, a second embodiment of the transport control device according to the present invention corresponding to claim 2 of the present invention will be described with reference to FIG.
Will be described. In FIG. 5, the magnetic detectors 6A and 6B are
Along the track body 4 on which the transport vehicle 16 shown in FIG. 1 travels, the guide rails 3 are installed in parallel in two rows in close contact with the upper side of the guide rail 3 for each control zone.

The magnetic detectors 6A and 6B are arranged such that the positions of the magnetic switches 1 are shifted in the traveling direction of the carrier by a distance corresponding to half the pitch of the magnetic switches 1.

Here, when the electromagnet unit 2 is now at the position shown in FIG. 5, the magnetic switches 1 of the magnetic detectors 6A and 6B operated by the magnetic field generated from the electromagnet unit 2 are connected to the magnetic detector 6A. In address No. 8, 9,
10, 11, and 12, and the magnetic detector 6B has the address N
o. 7, 8, 9, 10, and 11.

These address Nos. From magnetic detector 6
The operation center address of each of A and 6B is calculated by the above equation.
From (1), the center address of the magnetic detector 6A = 10 and the center address of the magnetic detector 6B = 9.

The center address of the intermediate point between the center addresses of the magnetic detectors 6A and 6b is calculated as center address- (10 + 9) /2=9.5.

As described above, by arranging the pair of magnetic detectors so as to be shifted by a half of the width of the magnetic switch 1,
The position of the transport vehicle can be detected with higher resolution than in the case where the magnetic detectors in a row are arranged as described in the first embodiment.

Next, a third embodiment of the transport control device according to the present invention will be described with reference to FIG. FIG. 6 illustrates the detection information described above, as described below.
FIG. 10 is an explanatory diagram illustrating ten smoothing processes.

In the smoothing process performed by the one-dimensional filter in the pre-processing unit 11 described above with reference to FIG. 3, for example, a vector such as [0 1 1] is selected as a filter, and three consecutive values of the detection information 10 are inverted. A vector inner product operation is performed between the result and the filter, and the inverted result is used as new detection information 10.

By using the data after the above-described smoothing processing and performing the subsequent position calculation, the difference in the sensitivity of each magnetic switch and the constant contact “close” or “open” can be obtained.
It is possible to prevent errors in detection information and confusion in position control due to the magnetic switch in the abnormal state.

The magnetic detectors 6, 6A, and 6B shown in FIG. 2 shown in the first embodiment, FIG. 4 shown in the second embodiment, and FIG. 5 shown in the third embodiment use photoelectric detection. 6. A magnetic switch 1 is a photoelectric switch, and a light emitting diode or the like is mounted on the carrier side instead of an electromagnet.
The invention described in (1) may be adopted.

In FIG. 4 showing the second embodiment, the case where two magnetic detectors are arranged has been described. However, three or four magnetic detectors may be arranged in parallel. Thereby, the detection accuracy can be further improved.

[0079]

As described above, according to the first aspect of the present invention,
A higher-level control unit that outputs a traveling command of the transport vehicle for each control zone divided for each stator of the linear motor disposed on the track on which the transport vehicle travels, and a traveling direction of the transport vehicle provided for each control zone. A lower control unit that controls the traveling of the transport vehicle in its own control zone based on traveling commands output from the control units and the upper control unit of the plurality of control zones, and a detector that detects the position and speed of the transport vehicle In the transport control device, the passive element of the detector facing the transport vehicle is connected to the control zone of the track, and the drive unit of the detector that operates a plurality of passive elements is provided in the transport vehicle, so that the vehicle travels in the control zone. The speed of the transport vehicle is controlled by detecting the position of the transporting vehicle based on the signal output from the passive element operated by the drive unit, so that even if the size of the transporting device increases, the time required for adjustment and maintenance of the detector is increased. Not detected Extend the life, it is possible to provide a conveyance control system which can prevent the stopping of the feed device.

According to the transfer control device of the present invention, the passive elements are arranged in a plurality of rows, and the positions of the passive elements in each row in the traveling direction of the transport vehicle are set to be substantially equal to the width of the passive elements. By shifting by one-half of the number of rows, the half of the sum of the position signals obtained from the output signals of the passive elements in each row is obtained, thereby improving the detection accuracy of the position of the carrier. It is possible to provide a transfer control device that can extend the life of the detector and prevent the stop of the transfer device without increasing the time required for adjustment and maintenance of the detector even when the size of the device is increased.

According to the transfer control device of the third aspect of the present invention, the position detection signal of the transport vehicle output from the plurality of passive elements operated by the drive unit is input, and the signals of the adjacent plurality of passive elements are input. By providing a smoothing means for inverting the signal and calculating a vector inner product to determine an abnormality in the operation of the passive element, when an abnormal operation signal of the passive element is included in the output signal of the passive element, the abnormal signal is reduced by the smoothing processing. Since the passive elements to be output are determined, it is possible to extend the life of the detector and prevent the transport device from stopping without increasing the time required for adjustment and maintenance of the detector even if the size of the transport device becomes large. A control device can be provided.

[Brief description of the drawings]

FIG. 1 is a partial perspective view showing a first embodiment of a transport control device of the present invention.

FIG. 2 is an explanatory diagram showing the operation of the first embodiment of the transport control device of the present invention.

FIG. 3 is a block diagram showing the operation of the first embodiment of the transport control device of the present invention.

FIG. 4 is a block diagram illustrating the operation of an abnormality detection unit according to the first embodiment of the transport control device of the present invention.

FIG. 5 is a partial explanatory view showing a second embodiment of the transport control device of the present invention.

FIG. 6 is an explanatory view showing the operation of a third embodiment of the transport control device of the present invention.

FIG. 7 is a perspective view showing an example of a transfer device as a control target of a conventional transfer control device.

FIG. 8 is a block diagram illustrating an example of a conventional transport control device.

FIG. 9 is a partially enlarged view showing an example of a transfer device to be controlled by a conventional transfer control device.

FIG. 10 is a partial detailed explanatory view of a transfer device as a control target of a conventional transfer control device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Magnetic switch, 2 ... Electromagnet unit, 3 ... Guide rail, 4 ... Track body, 5 ... Position detector, 6, 6A, 6B ...
Magnetic detector, 7: Center address, 8: Stator, 10: Detection information, 11: Preprocessing unit, 12: Center position calculation unit, 13: Abnormality detection unit, 14: Travel direction information, 15: Sample / hold unit ,
16 ... Carrier, 17 ... Center position information, 18 ... Magnetic switch abnormality information, 20 ... AND processing part, 21 ... OR processing part, 22 ... Latch A, 23 ... Latch B, 24 ... Rise detection part, 25 ... Reset signal , 26 ... Abnormal information.

Claims (6)

[Claims] An upper-level control unit for outputting a traveling command of the carrier for each control zone divided for each stator of a linear motor disposed on a track on which the carrier travels, and provided for each control zone. A control unit for controlling a plurality of control zones in the traveling direction of the carrier and a lower control unit for controlling traveling of the carrier in its own control zone based on traveling commands output from the upper controller; In a transport control device provided with a detector for detecting the position and speed of the vehicle, a passive element of the detector facing the carrier is connected to the control zone of the track, and a plurality of the passive elements are operated. A transport control device, wherein a drive unit of a detector is provided in the transport vehicle. 2. The method according to claim 1, wherein the passive elements are arranged in a plurality of rows, and the positions of the passive elements in each row in the traveling direction of the transport vehicle are shifted by approximately one-fourth of the width of the passive elements. The transport control device according to claim 1. 3. A position detection signal of the transport vehicle output from the plurality of passive elements operated by the driving unit is input, and the signals of the plurality of adjacent passive elements are inverted to calculate a vector inner product, and The transport control device according to claim 1, further comprising a smoothing unit configured to determine an abnormal operation of the passive element. 4. The transfer control device according to claim 1, wherein the drive unit is an electromagnet, and the passive element is a magnetic switch. 5. The transport control device according to claim 1, wherein the driving unit is a light emitting body, and the passive element is a photoelectric switch. 6. The position signal of the transport vehicle according to claim 1, wherein one half of the sum of the addresses at both ends of the passive element operated by the driving unit is used as the position signal of the transport vehicle. The transfer control device as described in the above.