JPH11242521A - Travel control method for unmanned vehicle travel controller for unmanned travel vehicle, and unmanned travel vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure stable travel of an unmanned vehicle in a guide path containing a branch and a sharp curve. SOLUTION: In this control method, guide sensors 33a and 33b obtain the position of the unmanned vehicle on a guide band M1 and calculate displacement quantity (x) being shift quantity from the guide path of the unmanned vehicle. Proportional quantity P, integration quantity I and derivative quantity D are obtained based on displacement quantity (x). Proportional quantity P is shown by the product of displacement quantity (x) and the absolute value |x|. The revaluation speeds CL=V0(1+PID) and VR=V0(1-PID) of right and left driving wheels 12a and 12b are obtained by PID quantity being the sum of them. Since revolution speed is monentarily corrected based on PID quantity which is continuously operated against changing main speed V0, the shift of the unmanned vehicle from the guide path can appropriately be corrected. Only proportional quantity P can be used instead of PID quantity.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation control method and an operation control device for an unmanned traveling vehicle for controlling the operation of an unmanned traveling vehicle traveling on a taxiway planned in a predetermined area such as a factory. The present invention relates to an operation control method for an unmanned traveling vehicle, an operation control device for an unmanned traveling vehicle, and an unmanned traveling vehicle that stably operate the traveling vehicle so as not to deviate from a taxiway.

[0002]

2. Description of the Related Art An unmanned vehicle of this type operates on a taxiway combining a plurality of routes formed by attaching a guide band such as a magnetic tape to a floor surface in a predetermined area such as a factory planned in advance. However, in order to promote effective use in factories and the like, taxiways are arranged at a high density, and taxiways with sharp bends are frequently used. Conventionally, the operation control of this type of unmanned traveling vehicle is, for example, by detecting both ends of the guidance band by a guide sensor in which a number of magnetic sensors provided in the unmanned traveling vehicle are arranged in a horizontal line, to determine the amount of deviation from the guidance path, The rotational speeds of a pair of left and right driving wheels of the unmanned traveling vehicle are controlled stepwise for each driving wheel based on a predetermined number, for example, an adjustment value divided into 13 steps using the calculated shift amount. In addition, control is performed so that the unmanned vehicle does not deviate from the taxiway.

[0003]

However, in the case of this operation control method, since the adjustment value is a predetermined number of discrete values, the rotational speed control for the deviation detection value of the guide sensor is performed discontinuously. The follow-up performance of the rotational speed correction control was insufficient, and the operation of the unmanned vehicle could not be sufficiently controlled. Therefore, there is a possibility that the unmanned traveling vehicle may fall off the taxiway when operating on a sharp curve with a turning radius of the taxiway of about 600 mm or less. In addition, unless the interval at which the taxiway is divided into two branch points is set to, for example, about 1100 mm or more, the operation control of the unmanned vehicle at the branch point cannot be performed smoothly. Had become. Furthermore, when the main speed, which is the rotation speed of both drive wheels when the unmanned traveling vehicle is not deviated from the taxiway, is accelerated or decelerated, the unmanned traveling vehicle cannot easily cope with the speed change, and the unmanned traveling vehicle tends to meander. In addition, in recent years, the weight of an unmanned traveling vehicle has been increased in order to increase its transport capacity, and the inertial force in traveling has increased. However, according to the conventional operation control, the inertia of the control is insufficient due to insufficient follow-up of the control. There was also a problem that the followability of the rotational speed control to the increase in the force was insufficient.

[0004] As a result of studying the above problem, the present inventor has found that
A proportional amount that is proportional to the product of the deviation amount of the unmanned vehicle from the taxiway and its absolute value, or a differential amount that is proportional to this proportional amount and a differential value of the deviation amount, and an integral amount that is proportional to the integral value of the deviation amount It has been found that, by continuously correcting the rotational speed of each drive wheel for each drive wheel using the PID amount to which the drive wheel is added, it is possible to properly follow the rotational speed control of the drive wheels.
That is, the present invention provides an operation control method of an unmanned traveling vehicle, an operation control device of the unmanned traveling vehicle, and an unmanned traveling vehicle that ensure stable operation of the unmanned traveling vehicle on a taxiway including an intersection, a sharp bend, and the like. The purpose is to:

[0005]

Means for Solving the Problems and Effects of the Invention In order to achieve the above object, a structural feature of the invention according to claim 1 is to operate a taxiway planned in a predetermined area.
An operation control method for controlling the operation of an unmanned traveling vehicle having one drive wheel that is separately driven on each of the left and right sides,
The position of the unmanned traveling vehicle is detected by a position detection sensor provided on the unmanned traveling vehicle, the deviation amount of the unmanned traveling vehicle from the guidance path is obtained based on the detection result, and the deviation amount and the deviation amount are determined based on the deviation amount. Is calculated in proportion to the product of the absolute values of the drive wheels, and the rotational speed of each drive wheel is continuously corrected for each drive wheel by the proportional amount.

According to the first aspect of the present invention, an unmanned vehicle determined by a position detection result of a position detection sensor with respect to a sudden turn of a taxiway, a change such as a left turn or a right turn, etc. Using the deviation amount of the traveling vehicle from the taxiway, a proportional amount proportional to the product of the deviation amount and the absolute value of the deviation amount is calculated, and the proportional amount is used to drive both driving wheels in an arbitrary speed region of the unmanned traveling vehicle. The rotation speed is continuously corrected for each drive wheel, and the operation of the unmanned traveling vehicle is performed based on the corrected rotation speed.

As a result, according to the first aspect of the present invention, in an arbitrary speed range of the unmanned traveling vehicle, the controllability of the rotational speed correction control with respect to the deviation of the unmanned traveling vehicle from the guideway is appropriate, so that the unmanned traveling vehicle is unmanned. The operation of the traveling vehicle is properly controlled. That is, even on a taxiway including a branch road or a sharply curved portion, stable operation of the unmanned traveling vehicle can be secured without deviating from the taxiway. Further, when the branching point where the taxiway is divided into two is provided continuously, the interval between the two can be greatly reduced, the area where the taxiway is provided can be narrowed, and the site of a factory or the like can be effectively used. Furthermore, since the unmanned traveling vehicle smoothly follows the speed change when the main speeds of both drive wheels are accelerated / decelerated, meandering of the unmanned traveling vehicle can be suppressed. Even for unmanned vehicles with high loads and large inertial forces, the influence of the inertial force can be reduced by continuous control of the rotational speed of the drive wheels based on the proportional amount, and stable operation of the unmanned vehicles can be ensured. . Further, since the rotation speed control can be performed based only on the proportional term, the configuration and control contents of the control device can be simplified, and the cost and control cost of the device can be reduced.

A structural feature of the invention according to claim 2 is the operation control method for an unmanned traveling vehicle according to claim 1, wherein the speed is determined when the unmanned traveling vehicle does not deviate from the taxiway. By calculating the rotation speed of the pair of left and right drive wheels by adding a proportional amount to the main speed of the unmanned traveling vehicle, and by specifying the main speed from a predetermined speed region of the unmanned traveling vehicle, It is an object of the present invention to control the rotational speed of a pair of left and right drive wheels in the entire speed range.

[0009] By configuring the invention according to claim 2 as described above, in all speed ranges of the unmanned traveling vehicle,
By designating the main speed and adding a proportional amount to the main speed to correct the main speed, the rotational speeds of the pair of left and right drive wheels of the unmanned traveling vehicle can be automatically controlled in the entire speed range. As a result, in all speed ranges of unmanned vehicles,
The effect of the invention described in claim 1 can be obtained.

[0010] Further, a structural feature of the invention according to claim 3 is that a taxiway planned within a predetermined area is operated.
An operation control method for controlling the operation of an unmanned traveling vehicle having one drive wheel that is separately driven on each of the left and right sides,
The position of the unmanned traveling vehicle is detected by a position detection sensor provided on the unmanned traveling vehicle, the deviation amount of the unmanned traveling vehicle from the guidance path is obtained based on the detection result, and the deviation amount and the deviation amount are determined based on the deviation amount. Calculates a proportional amount proportional to the product of the absolute values of the above, a differential amount proportional to the differential value of the deviation amount, and an integral amount proportional to the integral value of the deviation amount, and obtains a PID amount that is the sum of these.
The rotational speed of each drive wheel is continuously corrected for each drive wheel based on the ID amount.

According to the third aspect of the present invention, an unmanned vehicle is guided by detecting the position of a position detecting sensor in response to a sudden turn of a taxiway, a change such as a left turn or a right turn. Using the deviation amount from the road, a proportional amount proportional to the product of the deviation amount and the absolute value of the deviation amount, a differential amount proportional to the differential value of the deviation amount, and an integral amount proportional to the integral value of the deviation amount The PID amount is calculated by summing the PID amount, the rotational speed of both drive wheels is continuously corrected for each drive wheel in an arbitrary speed region of the unmanned traveling vehicle, and the PID amount is calculated based on the corrected rotational speed. Operation of unmanned vehicles is performed.

As a result, according to the third aspect of the present invention, by adding the differential amount and the integral amount to the proportional amount, the follow-up of the control can be performed with higher accuracy than when only the proportional amount is used. In addition, even in a taxiway including a branch road or a sharp bend, it is possible to ensure the stable operation of the unmanned traveling vehicle without deviating from the taxiway, and to obtain the effect of the invention of claim 1 more appropriately. Can be.

A structural feature of the invention according to claim 4 is the operation control method for an unmanned traveling vehicle according to claim 3, wherein the speed is determined when the unmanned traveling vehicle does not deviate from the taxiway. By adding the PID amount to the main speed of the unmanned traveling vehicle to calculate the rotation speed of the pair of left and right driving wheels, and by specifying the main speed from a predetermined speed region of the unmanned traveling vehicle, It is an object of the present invention to control the rotational speed of a pair of left and right drive wheels in the entire speed range.

According to the fourth aspect of the present invention, in all speed ranges of the main speed, the main speed is designated, and the main speed is corrected by adding the PID amount to the main speed. The rotation speed of the pair of left and right drive wheels of the traveling vehicle can be automatically controlled in the entire speed range. As a result, the effect of the invention described in claim 3 can be obtained in the entire speed range of the unmanned traveling vehicle.

[0015] Also, a structural feature of the invention according to claim 5 is that a taxiway planned in a predetermined area is operated.
An operation control device for controlling the operation of an unmanned traveling vehicle having one driving wheel driven by a separate driving device on each of the left and right sides, provided on the unmanned traveling vehicle and on a guideway of the unmanned traveling vehicle A position detection sensor for detecting the position, a shift amount calculating means for obtaining a shift amount of the unmanned traveling vehicle from the guidance path based on the detection result by the position detection sensor, and a shift amount based on the calculation result by the shift amount calculating means. This is provided with a proportional amount calculating means for obtaining a proportional amount proportional to the product of the absolute values of the shift amounts, and a rotational speed correcting means for correcting the rotational speed of each drive wheel for each drive wheel by the proportional amount. .

According to the fifth aspect of the present invention, a deviation amount calculating means for a sudden turn of the taxiway or a change such as a left turn or a right turn from the position detection result of the position detection sensor. By using the deviation amount of the unmanned traveling vehicle from the guidance path obtained by the above, a proportional amount is calculated by the proportional amount calculating means, which is proportional to the product of the deviation amount and the absolute value of the deviation amount. Furthermore, the rotational speed of both drive wheels is continuously corrected for each drive wheel in an arbitrary speed region of the unmanned traveling vehicle by the rotational speed correcting means based on the proportional amount, and the unmanned vehicle is driven based on the corrected rotational speed. The operation of the traveling vehicle is performed. As a result, according to the invention of claim 5, the effect of the invention of claim 1 can be reliably obtained by the control device for an unmanned traveling vehicle.

According to a sixth aspect of the present invention, there is provided the operation control device for an unmanned traveling vehicle according to the fifth aspect, wherein the operation speed of the unmanned traveling vehicle is determined from a predetermined full speed range.
In addition to providing main speed specifying means for specifying a main speed that is a speed when the unmanned traveling vehicle does not deviate from the taxiway, correction of the rotation speed of the pair of left and right drive wheels by the rotation speed correction means with respect to the main speed This is done by adding a proportional amount.

In the invention according to claim 6, the main speed is designated by the main speed designation means in all the speed ranges of the main speed, and the designated main speed is designated by the rotation speed correction means. By adding a proportional amount to and correcting the rotational speed, the rotational speeds of the pair of left and right drive wheels of the unmanned traveling vehicle can be automatically controlled over the entire speed range. As a result, the effect of the invention described in claim 5 can be obtained in the entire speed range of the unmanned traveling vehicle.

[0019] Further, a structural feature of the invention according to claim 7 is that a taxiway planned in a predetermined area is operated.
An operation control device for controlling the operation of an unmanned traveling vehicle having one driving wheel driven by a separate driving device on each of the left and right sides, provided on the unmanned traveling vehicle and on a guideway of the unmanned traveling vehicle A position detection sensor for detecting the position, a shift amount calculating means for obtaining a shift amount of the unmanned traveling vehicle from the guidance path based on the detection result by the position detection sensor, and a shift amount based on the calculation result by the shift amount calculating means. A proportional amount proportional to the product of the absolute values of the deviation amounts, a differential amount proportional to the differential value of the deviation amount, and an integral amount proportional to the integral value of the deviation amount are calculated, and the PID amount that is the sum of these is calculated. Means for calculating a PID amount to be obtained;
There is provided a rotational speed correcting means for correcting the rotational speed of each drive wheel for each drive wheel based on the PID amount.

[0020] In the invention according to claim 7 configured as described above, for a sudden turn of the taxiway or a change such as a left turn or a right turn, a deviation amount calculating means is used from the position detection result of the position detection sensor. Using the deviation amount of the unmanned traveling vehicle from the guidance path obtained by the above, the proportional amount proportional to the product of the deviation amount and the absolute value of the deviation amount by the PID amount calculating means, the differential amount and the deviation proportional to the differential value of the deviation amount An integral amount proportional to the integral value of the amount is calculated, and a PID amount that is the sum of the integral amounts is calculated. Further, the rotational speed of both drive wheels is continuously corrected for each drive wheel in an arbitrary speed region of the unmanned traveling vehicle by the rotational speed correcting means based on the PID amount, and the unmanned vehicle is operated based on the corrected rotational speed. The operation of the traveling vehicle is performed. As a result, according to the invention of claim 7, the effect of the invention of claim 3 can be reliably obtained by the control device for the unmanned vehicle.

According to the eighth aspect of the present invention, in the operation control apparatus for an unmanned traveling vehicle according to the seventh aspect, a predetermined range of the entire speed range of the unmanned traveling vehicle is obtained.
In addition to providing main speed specifying means for specifying a main speed that is a speed when the unmanned traveling vehicle does not deviate from the taxiway, correction of the rotation speed of the pair of left and right drive wheels by the rotation speed correction means with respect to the main speed This is done by adding a PID amount.

In the invention according to claim 8 configured as described above, the main speed is designated in all the speed ranges of the main speed by the main speed designation means, and the designated main speed is designated by the rotation speed correction means. By adding the PID amount to the correction, the rotation speeds of the pair of left and right drive wheels of the unmanned vehicle can be automatically controlled over the entire speed range. As a result, the effect of the invention described in claim 7 can be obtained in the entire speed range of the unmanned vehicle.

A structural feature of the ninth aspect of the present invention resides in the provision of the operation control device according to the fifth, sixth, seventh, or eighth aspect. In the invention according to claim 8 configured as described above, the unmanned traveling vehicle can enjoy the effects of any one of claims 5, 6, 7, and 8 above.

[0024]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view schematically showing an unmanned vehicle according to a first embodiment of the present invention; FIG. 2 and 3 show the unmanned traveling vehicle in a plan view (a state in which a transported object mounting plate is removed) and a left side view.
Hereinafter, the left and right sides of the unmanned traveling vehicle are determined when viewed from above, and the positional relationship of the unmanned traveling vehicle will be described accordingly.

The unmanned traveling vehicle is provided with a box-shaped trolley 10. The trolley 10 has an upper conveyed object mounting plate 10a, a front side plate 10b and a rear side plate 10c provided at front and rear ends, and a right side provided at both side ends. A plate 10d and a left side plate 10e are provided. The control box 10 is located behind the transported object mounting plate 10a.
f is provided. As shown in FIGS. 2 and 3, a rear partition plate 10g and a front partition plate 10h are provided inside the carriage 10.
Is provided, and the inside of the trolley 10 is divided into three spaces R1, a front side, a middle side and a rear side by the two partition plates 10g and 10h.
R2 and R3.

As shown in FIG. 2, rotating shafts 11a and 11b are provided in the front and rear intermediate portions of the right plate 10d and the left plate 10e so as to pass through the both plates, and bearings 10d1 and 10e1 provided on the both plates. It is rotatably supported by. Right driving wheels (R) are provided at outer ends of both rotating shafts 11a and 11b.
W) 12a and a left drive wheel (LW) 12b are fixed, and pulleys 13a, 1 are attached to inner ends of the rotating shafts 11a, 11b.
3b is fixed. As shown in FIG. 2, a front mounting plate 14a is provided inside the center of the front partition plate 10h, and the front mounting plate 14a is provided with a right DC motor 15a.
Has been fixed. Rotation shaft 15 of right side DC motor 15a
a1 is rotatably supported by a bearing 10d2 provided on the right side plate 10d. A pulley 16a is provided at an intermediate portion of the rotating shaft 15a1. And pulley 16
A belt 17a is wound around a and the pulley 13a of the rotating shaft 11a, so that the torque of the right DC motor 15a is transmitted to the right drive wheel 12a.

The inside of the center of the rear partition plate 10g is shown in FIG.
As shown in FIG. 7, a rear mounting plate 14b is provided, and a left DC motor 15b is fixed to the rear mounting plate 14b. The rotating shaft 15b1 of the left DC motor 15b is rotatably supported by a bearing 10e2 provided on the left plate 10e. A pulley 1 is provided at an intermediate portion of the rotation shaft 15b1.
6b is provided. A belt 17b is wound around the pulley 16b and the pulley 13b of the rotating shaft 11b, and the rotational force of the left DC motor 15b is applied to the left driving wheel 12b.
b. The pulley 13
a, 16a, 13b, 16b and belts 17a, 17b
Alternatively, a combination of a sprocket and a chain may be used. In some cases, the rotating shaft of the motor and the shaft of the driving wheel may be directly connected.

As shown in FIGS. 2 and 3, a bracket 21a for supporting a shaft 22a is provided at the left and right centers of the front partition 10h on the space R1 side. A link 23a is rotatably provided on the shaft 22a.
A bracket 24a1 for supporting the auxiliary wheel 24a
Is provided. A shock absorber 25a is provided between the lower end of the bracket 24a1 and the load plate 10a for absorbing a shock when the load is loaded.

A bracket 21b for supporting the shaft 22b is provided at the left and right center of the rear partition plate 10g on the space R3 side. A link 23b is rotatably provided on the shaft 22b, and a bracket 24b1 for supporting the auxiliary wheel 24b is provided at the tip of the link 23b. A shock absorber 25b is provided between the lower end of the bracket 24b1 and the load plate 10a for absorbing a shock when the load is loaded.

As shown in FIGS. 1 and 2, the forward branch sensor 31a is arranged at the lower end position on the inside of the front side plate 10b in order from the right end to the center in the advancing direction F.
And a forward stop sensor 32a. As shown in FIG. 4, the forward branch sensor 31a is provided immediately before a position where a magnetic guide band MI (hereinafter, referred to as a guide band MI) for guiding the unmanned traveling vehicle in the forward running (F direction) branches. This is a magnetic sensor for detecting the forward branch mark BM1 made of tape. The guide band MI is usually 33 mm wide. As shown in FIG. 5, the forward stop sensor 32a is a sensor for detecting a stop mark TM made of a magnetic tape indicating a position where the unmanned traveling vehicle stops at a station where a predetermined operation is performed by the unmanned traveling vehicle, for example, at stations ST1 and ST2. And is a magnetic sensor like the forward branch sensor 31a. The forward branch sensor 31a and the forward stop sensor 32a are used for executing operation control of an unmanned vehicle.

As shown in FIG. 2, the rear side plate 10c of the unmanned traveling vehicle is provided with a reverse branch sensor 31b for reverse and a reverse stop sensor 32b. These reverse sensors are similar to the forward sensors. The reverse stop sensor 32b is arranged on the same line as the forward stop sensor 32a, and has the same stop mark T affixed to the floor.
M is detected. However, as shown in FIG. 2, the backward branch sensor 31b is disposed at a position closer to the right side of the bogie than the forward branch sensor 31a.
As shown in FIG. 7, a backward branch mark BM2 provided outside the forward branch mark BM1 is detected.

A forward guide sensor 33a, which is a position detecting sensor, is provided at the lower center position of the front side plate 10b, and a reverse guide sensor 33b is provided at the lower center position inside the rear plate 10c. Guide sensor 33
Reference numerals a and 33b denote 16 (16-bit) magnetic sensors arranged in a horizontal row. Here, as shown in FIG. 6A, "0" to "15" are sequentially assigned to each magnetic sensor from the left. Number is given. Guide sensors 33a, 33b
Detects the four ends (4 bits) of the guidance band MI and controls the operating speed of the unmanned traveling vehicle in cooperation with a control circuit 41 described later.

Further, a deceleration sensor 34a for forward movement is provided at a position on the left side of the forward movement guide sensor 33a at the lower end position inside the front side plate 10b, as shown in FIGS. The forward deceleration sensor 34a is provided with a forward deceleration mark GM1 made of a magnetic tape provided in front of the position where the unmanned vehicle stops.
Is a magnetic sensor like the forward branch sensor 31a and the like. Similarly, a reverse deceleration sensor 34b is provided at the lower left position of the reverse guide sensor 33b inside the rear plate 10c. As shown in FIG. 2, the reverse deceleration sensor 34b is disposed at a position closer to the left side of the bogie than the forward deceleration sensor 34a, and the reverse deceleration mark GM2 provided outside the forward deceleration mark GM1.
(Not shown) is detected.

When the forward / backward deceleration marks GM1, GM2 are detected by the forward / backward deceleration sensors 34a, 34b, the unmanned traveling vehicle is reduced by half from the normal main speed (first speed) under the control of the control circuit 41 described later. The main speed (second speed) is reduced.
The main speed V0 means a common rotation speed of the two drive wheels 12a and 12b in a state where the unmanned traveling vehicle does not deviate from the taxiway. In the present embodiment, the main speed V0 is one speed and the entire speed range of the main speed V0. It is stipulated in two stages of second speed. Main speed V0
Is set so as to reach the first speed and the second speed through a few steps from the low speed in the process from the speed 0 to the first speed and the second speed. The same applies to the acceleration / deceleration between the first speed and the second speed.

As shown in FIG. 1, a start switch 36 for starting the driving of the unmanned vehicle is provided in the control box 10f on the rear side of the transported article mounting plate 10a. Is provided. The communication device 44 exchanges signals with a ground-side communication control device 45 described later. The control box 10f is provided with a display plate 37 for displaying the contents received by the communication device 44 and the like. At a position near the display plate 37, a confirmation lamp 38 for confirming whether or not the unmanned traveling vehicle is located on the operation route is provided. An electric control device 40 for controlling the operation of the unmanned traveling vehicle is stored in the control box 10f. Electric control device 40
As shown in FIG. 7, a control circuit 41 is provided, and the control circuit 41 executes a “rotation speed control program” shown in FIG. 8 and FIG. The control circuit 41 stores data of the main speed V0.
The control circuit 41 is of a digital type using a microcomputer, but may be of a type using an analog circuit.

On the input side of the control circuit 41, as shown in FIG.
b, a forward stop sensor 32a, a reverse stop sensor 32b, a forward guide sensor 33a, a reverse guide sensor 33b, a forward deceleration sensor 34a, and a reverse deceleration sensor 34b. The communication device 44 is connected to the input / output terminal. Furthermore, on the input side, a start switch 3
6 are connected.

As shown in FIG. 7, the display panel 37 and the confirmation lamp 38 are connected to the output side of the control circuit 41. Digital / analog converters D / A 42a and 42b are connected to the output side of the control circuit 41.
A digital signal indicating the rotation speed of the drive wheels 12a and 12b from the control circuit 41 is converted into an analog signal in a range of +10 to -10 V and output. On the output side of the digital / analog converters D / A 42a and 42b, a driving circuit 43a,
43b is connected to the digital-to-analog converter D
/ A 42a, 42b are amplified to a voltage in the range of + 24V to -24V required for driving the DC motor and output to the right DC motor 15a and the left DC motor 15b. The digital / analog converters D / A 42a and 42b have sign bit input lines 42a1 and 42b1 for backward output from the control circuit 41.
Are connected, and the output signal is inverted between positive and negative when switching between forward and reverse. The rotational speed control of the left and right drive wheels 12a and 12b of the unmanned traveling vehicle is performed in an open loop manner using an inexpensive DC motor, but may be performed in a closed loop manner using a servo motor.

Next, an example of a chart diagram of a taxiway using an unmanned vehicle will be described with reference to FIG. The taxiway is
The route 1 includes a route 1 to a route 3. The route 1 is divided into a route 2 and a route 3 at a branch point A, and the routes 2 and 3 join the route 1 again at a branch point B. Route 1
Inside the home base H. Stations ST1 and ST4, which are B, are provided.
The routes 2 and 3 are provided with stations ST2 and ST3 where work is performed by unmanned vehicles. The station ST1 (H.B) is provided with a communication device 44 for unmanned vehicles and a ground-side communication control device 45 for transmitting and receiving operation control signals and the like.

Next, the control of the rotation speed of the right DC motor 15a and the left DC motor 15b by the control circuit 41 will be described. First, the travel position G of the unmanned traveling vehicle on the guidance band MI by the guide sensors 33a and 33b is determined. As for the traveling position, 16 (16-bit) magnetic sensors (sensor numbers are set to 0 to 15) shown in FIG. Is used to represent the traveling position G. Travel position G
Is calculated separately for the case of straight-ahead traveling on a route without branching, the case of left-turning traveling leftward on a branched route, and the case of right-turning traveling rightward on a branched route. First, when traveling straight ahead, the guide sensor 33
a, 33b, the sum of the detected value SL at the left end of the guidance band MI and the detection value SR at the right end of the guidance band MI is calculated as the travel position G = SL + S
Let it be R. In the case of a left turn, the guide sensor 33a,
The travel position G = 2SL + 3 is obtained by adding a correction value “3” to twice the detection value SL of the left end of the guidance band MI according to 33b.
The correction value 3 is a difference from the right end detection value due to detection of 4 bits. In the case of a right turn, the detected value SR of the right end of the guidance band MI by the guide sensors 33a and 33b is 2
A value obtained by subtracting the correction value 3 from the double is defined as a traveling position G = 2SR-3.

Next, a displacement amount x, which is an amount corresponding to a deviation amount of the unmanned traveling vehicle from the guidance zone MI, is defined as x = 15−G based on the traveling position G. Here, “15” in the equation indicates an end reference value which is a sensor number at the right end position of the guide sensors 33a and 33b. By defining the displacement amount x in this manner, in the case of straight traveling, the deviation of the unmanned traveling vehicle from the center of the guide band MI is obtained by using the detection values at both ends of the guide band MI by the guide sensors 33a and 33b. Can be obtained accurately. Also,
In the case of a left turn, by using only the detected value of the left end of the guiding band MI by the guide sensors 33a and 33b, an error caused by using the detected value of the right end of the guiding band MI can be prevented. Furthermore, in the case of a right turn, only the detected value of the right end of the guidance band MI by the guide sensors 33a and 33b is used, and as in the case of the left turn, the unmanned vehicle from the center of the guidance band MI in the right turn progresses. The shift amount can be accurately obtained.

Based on the displacement x, a PID control amount is obtained by using the following equation (1). In the PID control amount, the first term is a proportional amount P, the second term is an integral amount I, and the third term is a differential amount D. Here, the proportional amount P used in the present invention is not a primary amount of the displacement amount x used in normal PID control, but a displacement amount x obtained by an operation test of an unmanned traveling vehicle, as shown in the following Expression 1. The difference is that a secondary quantity represented by the product of the displacement x and the absolute value is used.

[0042]

(Equation 1)

In the above equation (1), k is a constant of proportionality and is a value obtained by an operation test of an unmanned vehicle.
| X | represents the absolute value of the displacement x.
Ti represents the integration time, and Td represents the differentiation time.
Based on the PID control amount, the left and right drive wheels 12a, 1
The rotation speeds VL and VR of 2b are obtained by the following equations (2) and (3).

[0044]

## EQU2 ## VL = V0 (1 + PID)

[0045]

## EQU3 ## VR = V0 (1-PID)

Here, V0 is the main speed of the drive wheels 12a and 12b of the unmanned traveling vehicle stored in the control circuit 41 in advance in accordance with the position of the guidance band MI. The rotational speeds VL and VR are calculated values by the control circuit 41, and the actual rotational speeds of the drive wheels 12a and 12b are converted to final values by being converted via a drive system.

The left and right driving wheels 12 thus calculated
The rotational speeds VL and VR of the a and 12b are corrected every moment based on the continuously calculated PID amount using the accurate displacement amount x, so that the deviation of the unmanned vehicle from the guidance band MI can be corrected. It can be corrected properly.

Next, a specific operation of the embodiment configured as described above will be described. First, when the destination station ST2 of the unmanned traveling vehicle is designated by the ground side communication control device 45, when the traveling of the unmanned traveling vehicle is started, the control circuit 41 executes the "rotation speed control program" in step S5.
Starting at 0, after initializing various variables, the main speed V0 defining the rotational speeds VL, VR of the left and right drive wheels 12a, 12b is set to the specified main speed V0 (first speed). (Steps 51 and 52). Here, the main speed V0 is set so as to reach the first speed through several steps from the low speed. When the main speed V0 is not 0 (step 53), the detection values SL and SR of the guide sensor 31a are read, and it is determined whether or not there is a branch point on the taxiway (step 5).
4, 55).

Since the unmanned traveling vehicle travels straight ahead until it reaches junction A, the program proceeds to step 56 based on the determination of "NO" in step 55, and the guide sensor 3
The traveling position G = SR based on the detected values SL and SR of 1a.
+ SL is calculated. The displacement x = 15−G is calculated based on the calculated value of the traveling position G (Step 5).
7). Further, a proportional amount P, an integral amount I, and a differential amount D are calculated based on Equation 1, and a PID amount of the sum thereof is obtained (step 58). Using the calculated PID amount, the rotational speeds VL and VR of the left and right drive wheels are calculated from Equations 2 and 3 (Steps 59 and 60), and the D / A 42a and 42b convert the DA-converted signal into a rotational speed instruction signal. Are the driving circuits 43a, 43
3b (step 61). Thereafter, the program returns to step 52, and the processing from step 52 onward is repeated as described above. As described above, the unmanned traveling vehicle can operate on the guidance band MI without being displaced by the appropriately and continuously calculated rotation speeds VL and VR.

Then, the unmanned traveling vehicle approaches the junction A, but goes straight to the station ST2 without making a left turn at this portion as specified in advance, but the junction A
In step 55, it is considered that the vehicle is relatively turning right.
The program returns to step 6 based on the determination of "YES" at
The control circuit 41 determines whether the vehicle is traveling straight ahead or not, and further determines in step 64 whether the vehicle is traveling left. That is, it is determined whether the vehicle is traveling straight ahead, left, or right based on the destination data of the unmanned vehicle input to the control circuit 41 in advance. In this case, the straight-line progression has three branches.
This is an embodiment in which a book is divided into books and travels along a middle route. In this embodiment, the straight traveling is not treated. However, in the case of the straight traveling, the program proceeds to step 63, and the traveling position G = SR + SL is determined based on the detection values SL and SR of the guide sensor 31a in the same manner as described above. The displacement x = 15−G is calculated based on the calculated value of the traveling position G (step 57).

Here, since it is determined that the vehicle is going to turn right based on the destination station ST2, the program moves to step 65 based on the determination of "NO" in steps 62 and 64, and the traveling position is calculated by the equation G = Calculated using 2SR -3. Using the calculated value G, the PID amount is obtained in accordance with the procedure from step 57 to step 61, the rotational speeds VL and VR of the left and right drive wheels are calculated, and a rotation command signal is output to the drive circuits 43a and 43b. Is done. Here, the guide sensor 33 is used to calculate the travel position.
Since only the rightmost detected value SR of a and 33b is used,
Since the influence of the spread on the left side of the guidance zone MI is ignored, a proper right turn progress at the junction A is ensured.

Thereafter, the deceleration mark GM1 is detected in front of the station ST2 by a destination control command separately, and the main speed V0 of the unmanned vehicle is reduced to the second speed (step 5).
2). Even in the state of being decelerated to the second speed, the drive wheels 12a,
The rotation speed control of 12b is similarly performed in steps 57 to 61. Further, when the stop mark TM is detected, the main speed V0 is set to "0", and the unmanned traveling vehicle stops at the station ST2 and performs a predetermined work (step 5).
2,53).

When the operation by the unmanned traveling vehicle is completed, the main speed V0 is set again (step 52). Then, the unmanned traveling vehicle starts traveling straight ahead, travels on route 2 and reaches junction B. Here, when the unmanned traveling vehicle moves forward, the route 2 and the route 3 are merged. However, the handling at the junction B is the same as the handling at the junction A. Is considered to be a right turn, and the rotational speeds VL and VR of the left and right drive wheels are determined by the same procedure as above.
Is calculated. Thereafter, the unmanned vehicle passes through station ST4 and returns to ST1.

Next, consider the case where the destination station ST3 of the unmanned vehicle is designated by the ground side communication control device 45. The process from the start of the unmanned traveling vehicle to the branch point A is the same as described above. When approaching the junction A, the unmanned traveling vehicle turns left at this portion as specified in advance and proceeds toward the station ST3. That is, since the vehicle turns left at junction A, "Y"
ES ", the program proceeds to step 64 based on the determination of" NO "in step 62, and further, the program proceeds to step 66 based on the determination of" YES "in step 64.
And the travel position is calculated using the equation G = 2SL + 3.

Using the calculated value G, step 5 described above is performed.
From 7, the PID amount is obtained according to the procedure of step 61, the rotational speeds VL and VR of the left and right drive wheels are calculated, and the rotational speed command signal is output to the drive circuits 43 a and 43 b.
Here, the guide sensors 33a and 33 are used to calculate the travel position.
Since only the detection value SL at the left end of b is used, the guiding band M
Since the influence of the right spread of I is ignored, proper left turn progress is ensured. After that, the unmanned vehicle goes through the same process as described above in accordance with the destination control command, and returns to the station ST.
After stopping at 3, predetermined work is performed, and thereafter, the vehicle proceeds straight ahead, travels along the route 3, and reaches the branch point B. Here, when the unmanned traveling vehicle moves forward, the route 2 and the route 3
The handling at the junction B is the same as the handling at the junction A, and the unmanned vehicle is regarded as a left turn, and the left and right drive wheels are processed in the same procedure as described above. The rotation speeds VL and VR are calculated.

As described above, according to the present embodiment, the shift amount x and the absolute value | x | of the shift amount are used by using the shift amount x calculated from the detected value of the guidance band MI by the forward guide sensor 33a. PID component, which is the sum of a proportional amount P proportional to the product of the following, a differential amount D proportional to the differential value of the same deviation amount, and an integral amount I proportional to the integral value of the same deviation amount, is calculated.
The main speed V0 of the unmanned vehicle is corrected every moment according to the D amount. The rotational speed of both drive wheels 12a and 12b is continuously corrected for each drive wheel by the corrected rotational speed command, and the operation of the unmanned vehicle is performed based on the corrected rotational speed.

Therefore, the followability of the rotational speed correction control with respect to the deviation of the unmanned traveling vehicle from the guidance band MI is appropriate, and the operation of the unmanned traveling vehicle is appropriately controlled. In particular, a stable operation of the unmanned traveling vehicle can be ensured without the unmanned traveling vehicle deviating from the guidance band MI in response to a sharp turn of the guidance band MI, a change such as a left branch or a right branch. Also, the interval at which the guideway is divided into two branch points can be greatly reduced from the conventional 1100 mm to about 600 mm,
The area where the taxiway is provided can be reduced, and the site of a factory or the like can be effectively used. Further, both drive wheels 12
Since the follow-up to the speed change when the main speed V0, which is the reference rotation speed of a and 12b, is accelerated / decelerated is performed smoothly,
It is possible to suppress meandering of the unmanned traveling vehicle and prevent deviation from the taxiway MI. Further, even in an unmanned vehicle having a large load and a large inertial force, the drive wheels 12a and 12
By continuously controlling the rotation speed b, the influence of the inertial force can be reduced, and stable operation of the unmanned vehicle can be secured.

Next, a second embodiment will be described. In the present embodiment, the rotational speeds VLP and VRP of the left and right drive wheels 12a and 12b are controlled using only the proportional amount P instead of the PID control amount shown in Expression 1 used in the first embodiment. It is like that. The rotation speeds VLP and VRP are obtained by the following equations (4) and (5). Other configurations are the same as those in the first embodiment.

[0059]

VLP = V0 (1 + P)

[0060]

VRP = V0 (1-P)

In the second embodiment configured as described above, the amount of deviation x of the unmanned traveling vehicle from the taxiway is used, and the proportional amount P proportional to the product of the amount of deviation x and its absolute value | x | The rotational speed of both driving wheels 12a and 12b is continuously corrected for each driving wheel at an arbitrary main speed V0 of the unmanned traveling vehicle only by this proportional amount P, and the corrected rotational speed V
The appropriate operation of the unmanned vehicle is performed based on the LP and VRP.

As a result, also in the second embodiment, in an arbitrary speed range of the main speed V0 of the unmanned traveling vehicle, the follow-up property of the rotational speed correction control for the deviation of the unmanned traveling vehicle from the guideway is improved by the first aspect. In the same manner as described in the embodiment, it is possible to appropriately maintain the vehicle, and to appropriately control the operation of the unmanned vehicle. Furthermore, in the present embodiment, both drive wheels 12
Since the rotation speed control of a and 12b can be performed based only on the proportional amount P, the configuration of the control device and the contents of the control can be simplified as compared with the case where the PID control amount is used.
The apparatus cost can be reduced and the control cost can be reduced.

In the above embodiment, both ends of the guide band are detected by the guide sensors 33a and 33b, and the shift amount of the unmanned traveling vehicle from the guide band is calculated based on the detection result. Is not limited to this. Further, the speed range of the main speed V0 of the unmanned traveling vehicle is not limited to the two stages as shown in the present embodiment, but can be a plurality of stages, and the speed change amount between each stage can be appropriately set.

The operation course of the unmanned traveling vehicle described in the above embodiment is an example, and the course can be freely designed, and the present invention can be applied to any course.

[Brief description of the drawings]

FIG. 1 is a perspective view schematically showing an unmanned traveling vehicle according to one embodiment of the present invention.

FIG. 2 is a plan view showing the unmanned traveling vehicle in a state where a transported object mounting plate is removed.

FIG. 3 is a side view showing the unmanned traveling vehicle.

FIG. 4 is an explanatory diagram illustrating an operation of the unmanned traveling vehicle at a branch point.

FIG. 5 is an explanatory diagram showing a relationship between a stop sensor and a stop mark of the unmanned traveling vehicle.

FIG. 6 is an explanatory diagram showing a relationship between a guide sensor and a traveling position on the guidance zone of the unmanned traveling vehicle detected by the guide sensor.

FIG. 7 is a circuit diagram showing a configuration of an electric control device for the unmanned traveling vehicle.

FIG. 8 is a part of a flowchart of a “rotational speed control program” executed by the control circuit of FIG. 7;

9 is a part of a flowchart of a “rotation speed control program” executed by the control circuit of FIG. 7;

FIG. 10 is a chart showing a configuration of a taxiway used by the unmanned traveling vehicle.

[Explanation of symbols]

10 trolley, 12a right drive wheel, 12b left drive wheel, 1
5a: right side DC motor, 15b: left side DC motor, 31
a: forward branch sensor, 31b: reverse branch sensor, 32a
... Advance stop sensor, 32b ... Reverse stop sensor, 33a ...
Forward guide sensor, 33b ... reverse guide sensor, 34a
... forward deceleration sensor, 34b reverse deceleration sensor, 36 ... start switch, 40 ... electric control device, 41 ... control circuit, 44 ... communication device, 45 ... ground side communication control device, MI
... Guidance band, BM1 ... Branch mark, BM2 ... Reverse branch mark, TM ... Stop mark, GM1 ... Forward deceleration mark.

Claims (9)

[Claims] 1. An operation control method for controlling the operation of an unmanned vehicle having one drive wheel that is separately driven on each of the left and right sides and that operates on a taxiway planned in a predetermined area. The position of the unmanned traveling vehicle is detected by a position detection sensor provided on the unmanned traveling vehicle, a deviation amount of the unmanned traveling vehicle from the guidance path is obtained based on the detection result, and based on the deviation amount, Then, a proportional amount proportional to the product of the shift amount and the absolute value of the shift amount is calculated, and the rotational speed of each of the one drive wheel is continuously corrected for each drive wheel by the proportional amount. An operation control method for an unmanned traveling vehicle, characterized in that: 2. The operation control method for an unmanned traveling vehicle according to claim 1, wherein the proportional amount is set to a main speed of the unmanned traveling vehicle, which is a speed when the unmanned traveling vehicle does not deviate from a taxiway. Is added to correct the rotational speed of the pair of left and right drive wheels, and by specifying the main speed from a predetermined speed region of the unmanned traveling vehicle, the left and right pair of the left and right in the entire speed region. An operation control method for an unmanned traveling vehicle, wherein a rotation speed of a driving wheel can be controlled. 3. An operation control method for controlling the operation of an unmanned vehicle having one drive wheel driven separately on each of the left and right sides, which operates on a taxiway planned in a predetermined area. The position of the unmanned traveling vehicle is detected by a position detection sensor provided on the unmanned traveling vehicle, a deviation amount of the unmanned traveling vehicle from the guidance path is obtained based on the detection result, and based on the deviation amount, Calculating a proportional amount proportional to the product of the deviation amount and the absolute value of the deviation amount, a differential amount proportional to the differential value of the deviation amount, and an integral amount proportional to the integral value of the deviation amount. An operation control method for an unmanned traveling vehicle, characterized in that a PID amount that is a sum of the above is obtained, and the rotational speed of each of the one drive wheel is continuously corrected for each drive wheel based on the PID amount. 4. The operation control method for an unmanned traveling vehicle according to claim 3, wherein the PID amount is determined based on a main speed of the unmanned traveling vehicle, which is a speed when the unmanned traveling vehicle does not deviate from a taxiway. By correcting the rotational speed of the pair of left and right drive wheels by adding, and by specifying the main speed from a predetermined speed region of the unmanned traveling vehicle,
An operation control method for an unmanned traveling vehicle, wherein the rotation speeds of the pair of left and right drive wheels can be controlled in the entire speed range. 5. An operation control for controlling the operation of an unmanned traveling vehicle having one drive wheel each driven by a separate drive device on each of the left and right sides for operating a taxiway planned in a predetermined area. A position detection sensor provided on the unmanned traveling vehicle to detect a position of the unmanned traveling vehicle on the taxiway; and a device configured to detect a position of the unmanned traveling vehicle from the taxiway based on a detection result by the position detection sensor. A shift amount calculating means for obtaining a shift amount; a proportional amount calculating means for obtaining a proportional amount proportional to a product of the shift amount and an absolute value of the shift amount based on a calculation result by the shift amount calculating means; An operation control device for an unmanned traveling vehicle, further comprising: a rotation speed correction unit configured to correct a rotation speed of each of the one drive wheel for each of the drive wheels. 6. The operation control device for an unmanned traveling vehicle according to claim 5, wherein the speed is determined when the unmanned traveling vehicle does not deviate from the taxiway from a predetermined entire speed range of the unmanned traveling vehicle. A main speed designating unit for designating a main speed is provided, and the rotational speed of the pair of left and right drive wheels is corrected by the rotational speed correcting unit by adding the proportional amount to the main speed. An operation control device for an unmanned traveling vehicle. 7. An operation control for controlling the operation of an unmanned traveling vehicle having a single drive wheel on each of the left and right sides, which is operated on a taxiway planned in a predetermined area and is driven by separate driving devices on both left and right sides. A position detection sensor provided on the unmanned traveling vehicle to detect a position of the unmanned traveling vehicle on the taxiway; and a device configured to detect a position of the unmanned traveling vehicle from the taxiway based on a detection result by the position detection sensor. A shift amount calculating means for obtaining a shift amount; a proportional amount proportional to a product of the shift amount and an absolute value of the shift amount; and a differential amount proportional to a differential value of the shift amount, based on a calculation result by the shift amount calculating means. PID amount calculating means for calculating an amount proportional to an integral value of the deviation amount and an integral amount proportional to the integral value of the shift amount, and calculating a PID amount which is a sum of the amounts, and calculating a rotational speed of each of the one drive wheel by the PID amount. A rotational speed correcting means for correcting for each drive wheel. Unmanned vehicle operation control apparatus characterized by digit. 8. The operation control device for an unmanned traveling vehicle according to claim 7, wherein the speed is the speed when the unmanned traveling vehicle does not deviate from the taxiway from a predetermined entire speed range of the unmanned traveling vehicle. A main speed designating unit for designating a main speed is provided, and the rotational speed of the pair of left and right drive wheels is corrected by the rotational speed correcting unit by adding the PID amount to the main speed. An operation control device for an unmanned traveling vehicle. 9. An unmanned traveling vehicle comprising the operation control device according to claim 5, claim 6, claim 7, claim 7, or claim 8.