JPS6013863B2 - Vehicle fixed position stop device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Application of the Invention) The present invention relates to a vehicle positioning layer stopping device, and particularly to a vehicle positioning layer stopping device that locates the center of the running direction of a vehicle traveling along a track in either the forward or reverse direction at a desired stopping point. This invention relates to a vehicle localization calendar stopping device that stops the vehicle by matching the vehicle location.

[Subordinate technology]

In a vehicle that optically or magnetically detects a guide and automatically moves forward or backward along the guide, a method that processes guide zone detection and stopping point detection using the same detector is as follows:
It is already known from Tsubaki Kaisho 46-19687 & Publication.

However, this method has the problem that when stopping a vehicle at the same stopping point, the stopping position differs greatly depending on whether the vehicle is stopped from the forward direction or from the reverse direction. . That is, in the upper part of FIG. 1, the vehicle 1 is traveling in the forward direction F, and has stopped after detecting a stopping point 5 using a guide belt and a stopping point detector (hereinafter simply referred to as a detector) 4.

In FIG. 1, LIF is the distance required for braking, and as a result, the center of the vehicle 1' is shifted from the stopping point 5 by DF and is stopped. Next, when stopping at the same stop point 5 from the reverse direction, the detector 3 will detect the stop point 5 in the same way.
A braking distance LIB is required after detecting , and the center of the vehicle 1 is shifted from the stopping point 5 by DB and then stopped. Therefore, the center position of the vehicle 1 is shifted by D depending on the direction in which the vehicle approaches the stopping point 5, causing problems in loading and unloading cargo. Here, according to Figure 1, ○=DF+DB...mDF=L-
LIP...[21DB=L-
Since LIB is '3' (however, the distance from the center of the vehicle 1 to each detector 3 and 4) is '11,'2', [3}, D=phantom-(LIF+L
IB) ...[It becomes 41.

One way to solve this problem is to install a dedicated stop point detector 16 in the center of the vehicle body and extend the stop point 15 over a length A along the traveling direction of the vehicle 1, as shown in FIG. There is a method.

In such a system, the vehicle 1 reaches a stopping point 15 in the forward direction F.
When the vehicle approaches the stop point 15, the stop point signal 15 is detected at the forward end M of the stop point 15 and control is started, so that the vehicle travels for LIF until it comes to a stop, and the center of the vehicle is at the stop position E. On the other hand, it can be placed within a predetermined stopping position range. When the vehicle is to be stopped at the stop point 15 while traveling in reverse, braking is similarly started from the stop point end N, coasted by LIB, and then stopped at the stop position E.
Here A: LIF 1 LIB...
It is clear that A should be determined so that [5} is satisfied.

Therefore, in the method shown in FIG. 2, it is possible in principle to set the deviation D of the stop position in the direction of movement shown in FIG. 1 to 0, and this is a suitable method.

However, this method has a major drawback in that it requires a dedicated stop point detector, which increases the cost. Sariko Conventional technology solves the first problem as a second problem.
In the scheme shown in the figure, the minimum distance Y between two adjacent stopping points
However, there are some limitations. In other words, in FIG. 1, when the vehicle 1 is stopped at the position shown in the figure using the four detectors 4 from the forward direction and then changes the direction of travel and travels in reverse, the detector 3 on the forward direction side is used. However, it is clear from the figure that the other stop points 17 cannot be detected by the detector 3, and in the method that uses relative addresses to update the stop point, the current position cannot be updated at the first stop point 17. This is a problem because it is not carried out. Therefore, it is necessary to make the distance between adjacent stopping points at least 4.2L or more,
You were subject to unfavorable restrictions on the use of your vehicle. Particularly in a hoverer, it is necessary to stop accurately at short intervals, but with this conventional method, it is difficult to set a plurality of stopping points at short intervals. [Objective of the Invention] The object of the present invention is to be able to stop at multiple stopping positions at short intervals or at short intervals without using a detector dedicated to detecting stopping points, and to be able to stop at multiple stopping positions even if the traveling direction or the amount of cargo load is changed. It is an object of the present invention to propose a vehicle localization layer stopping device that can stop with high precision and can be installed easily and at low cost.

[Summary of the invention]

The present invention has the above object to transmit a stop signal from a stop point signal generator provided along a track to the front end and the front end of a vehicle selectively traveling in either the forward or reverse direction on the track. A vehicle positioning layer stop device that detects with a detector on the leading side in the traveling direction of a yield zone and a stop point detector provided at the rear end, and stops a vehicle traveling at a transport speed in response to the detection. , a stop point signal generator is installed at the target stop point, and a stop point signal generator is installed at the target stop point so that the vehicle traveling at the transport speed can be stopped at a distance of 1/sa of the distance between the guide strip at the front and rear ends and the detector that also serves as the stop point. The distance obtained by subtracting the braking distance from 1/2 of the distance between the braking means that can be stopped at the lower braking distance, and the guide belt and stop point detector at the front and rear ends. a delay means for setting a delay time corresponding to traveling at the transport speed, and a means for changing the delay time set in the delay means in relation to the load amount. When the side guide band and stop point detector detects the stop point signal generator, the delay means is activated, and after a delay time has elapsed, the braking means is controlled by the output of the delay means to start braking operation. The present invention is characterized in that the vehicle is brought to a stop by aligning the center of the vehicle with the target stopping point without being affected by the direction or amount of cargo load.

[Embodiments of the invention]

An embodiment of the invention is shown in FIG.

As described above, the detectors 3 and 4 are detectors that serve both as a guide band (not shown) and as a stop point. To explain the case where the vehicle 1 stops in the forward direction, as shown in the upper part of FIG. 3, the detector 4 of the vehicle 1 detects the stopping point 5 at the position Q in the figure.
Since the transportation speed is constant, the brake is applied after delaying the stop command by the time factor X to travel distance X, and the vehicle stops after braking distance LIF. As a result,
The center P of the vehicle body coincides with the stop position Q and the vehicle stops.

The state in which it is stopped in this manner is shown in the lower part of the figure. Here ×
It is clear from FIG. 3 that =L-LIF...{61.

According to experiments, the repeatability accuracy of LIF under the same conditions is about ±2 magnetic fields at a distance of 2 objects/h. In the case of reversing, the vehicle center P coincides with the stop position Q and stops in the same manner. Therefore, it is possible to eliminate deviations in the stop position due to the direction of travel. Furthermore, only one stopping point is required, and a detector for detecting the stopping point is not required.

The next problem is that the above LIF,
The present invention corrects the fact that the stop position accuracy varies due to the difference in LIB in several stages.

In other words, in Fig. 3, LIF+X
...[7}, and it is clear that if this relationship is always satisfied, P and Q will stop at the same time.

Therefore, if you change X with respect to the size of LIF, [7]
It is possible to establish the formula. Generally, there is a correlation between the load amount and the braking distance LI, so the delay times TX, TX2, and TX3 are switched depending on the load amount (light, medium, and small) (i.e., small, medium, and large LI). Just do it. Here, it is clear that TXI<TX2<TX8.

In practice, sufficient stopping accuracy is often obtained with this level of correction, but in order to obtain higher accuracy than this, the running speed is generally controlled.

Furthermore, the second drawback of the prior art is that the distance Y between adjacent stopping points must be greater than Y in FIG. 1, but according to this embodiment, as described above, Since P stops coincident with the stop position Q, the third
According to the positional relationship between the guide band/stop point detector 3 shown in the lower part of the figure and the adjacent stop point 17, if Y>L, the first stop point 17 will not be detected even if the direction of travel is changed after stopping at the stop point. This is possible, and the restriction on the distance between stopping points can be halved compared to the prior art shown in FIG. A control circuit block diagram of an embodiment of the present invention is shown in FIG.

The stopping point signal is detected by the stopping point detection circuit 6, and as a result,
The current position update unit 7 updates the current position, and the judgment unit 8
Then, this is compared with the destination stop point 14, and if the stop point is the destination stop point, the stop command is sent to the traveling system through any of the delay parts 10, 11, and 12 set by the delay value selection part 9. 13 to stop the vehicle at a predetermined position. In this way, the vehicle can be delayed and stopped. [
[Effects of the Invention] As explained above, according to the present invention, it is possible to stop a transport vehicle at a stopping point at the same address without deviation due to changes in traveling direction or cargo load amount.

Furthermore, since it is sufficient to install one stop point signal generator in alignment with the stop point, the installation work becomes easy. Further, since there is no need to newly install a dedicated stop point detector, the configuration of the vehicle itself is simplified and can be realized at low cost.

[Brief explanation of the drawing]

Figure 1 shows a conventional technology in which the vehicle is stopped at zero from the forward direction (upper row) and a diagram in which the vehicle is stopped at the same stopping point from the reverse direction (lower row). FIG. 3 is a diagram for explaining the operating principle of the present invention, and FIG. 4 is a block diagram of an embodiment of the present invention. 1... Vehicle, 2... Track, 3, 4...
...Guidance zone and stopping point dedicated detector, 5...
Stopping point signal generator, P... Vehicle center, 6...
...Stop point signal detection circuit, 7...Current position update section, 8...Coincidence determination section, 9...0 delay selection section, 10, 11, 12...・Delay device, 13...
...Driving system (braking system). Group diagram Octopus diagram Figure 3 Figure 4

Claims (1)

[Claims] 1 A stop signal from a stop signal generator installed along the track is transmitted to a guide band and a guide band provided at the front end and rear end of a vehicle selectively running on the track in either the forward or reverse direction. In a vehicle stopping device that detects with a detector on the leading side in the traveling direction of a detector that also serves as a stopping point and stops a vehicle traveling at a transport speed in response to the detection, a stop signal generator is provided at the target stopping point. , the vehicle includes a braking means capable of stopping the vehicle traveling at a transport speed with a braking distance of 1/2 or less of the distance between the detectors at the front end and the rear end; 1/2 of the distance between both detectors at the end
a delay means for setting a delay time corresponding to traveling at the transportation speed by subtracting the braking distance from the distance, and a delay time set for the delay means in relation to the amount of cargo load and means for controlling the braking means to actuate the delay means when a detector on the front end side of the vehicle detects the stop signal generator, and control the braking means by the output of the delay means after a delay time has elapsed to perform a braking operation. 1. A vehicle fixed position stopping device, characterized in that the vehicle is stopped by aligning the center of the vehicle with a desired stopping point by starting the vehicle.