JPS62143109A - Moving car - Google Patents

Abstract

PURPOSE:To correct the change of the direction of a car body and to move the car surely along a traveling course to be traced by detecting the change of the direction of the car body and controlling the direction and rotation of driving wheels in accordance with the detected result. CONSTITUTION:A traveling control device 29 reads out a rotational movement variable from rotary encoders 25, 26, makes the practical traveling course of the moving car correspond to a previously stored traveling course and sends commands to speed control devices 30-32 so that both the traveling courses coincide with each other. Then, the traveling control device 29 detects the change of the direction of the car body 2 from a rate gyro 28 and sends commands to the speed control devices 30, 31 during the traveling of the moving car to remove the change of the direction of the car body 2 by changing the rotational speeds of the driving wheels 12, 13 and adjusting the traveling direction of the moving car. Since the direction of the car body is always corrected, the changing amount of the direction of the car body is not increased and the practical traveling course is not sharply shifted from the set traveling course.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an autonomously traveling vehicle suitable for use as an automatic vacuum cleaner, an automatic parts carrier, or the like.

[Background of the invention]

Automatic vacuum cleaners need to clean every corner of the room, so if you change the direction of travel near a wall, etc., you may not be able to turn to change the direction of travel. An automatic parts transport vehicle that transports parts along a route may also change direction by turning from the transport route to this location, for example, if the place where parts are loaded and unloaded is set back from the transport route. is often difficult.

Therefore, it is necessary for such a moving vehicle to be able to change the running direction without changing the direction of the vehicle body. As an example of a mobile vehicle for this purpose, two drive wheels arranged symmetrically with respect to the center line of the vehicle body are each provided with a drive shaft and a steering shaft, and the rotation of the motor is transmitted to the drive wheels via the drive shafts. This allows the vehicle to travel, and the steering shaft is rotated by another motor to control the direction of the drive wheels (
There is a known technology that makes it possible to change the running direction of a moving vehicle by changing the direction perpendicular to the wheels.

According to such a mobile vehicle, the direction of the driving wheels can be changed independently of the vehicle body when the vehicle is stopped.
The running direction can be changed without changing the direction of the vehicle body (direction parallel to the center line of the vehicle body).

However, since the moving vehicle is stopped and the direction of the drive wheels is changed, a reaction force due to friction between the drive wheels and the floor acts on the vehicle body, and is also used in the drive system of the drive wheels. Due to play in the drive wheels due to backlash between gears, as the direction of the drive wheels changes, the direction of the vehicle body also changes, albeit slightly.

In this way, when an error occurs in the orientation of the vehicle body, even if the error for each rotation of the drive wheel is small, it accumulates and becomes larger each time the direction of travel is changed, making it difficult to keep the orientation of the vehicle constant. It becomes impossible to hold. In addition, when changing the driving direction while keeping the orientation of the vehicle body constant, the orientation of the driving wheels is changed based on the center line of the vehicle body, so if the orientation of the vehicle body changes as described above,
It is no longer possible to orient the drive wheels in the correct direction, and the vehicle cannot be moved along the set travel route.

In order to solve this problem, all drive wheels are biased to the same side with respect to the steering axis, and the reaction forces generated when changing the direction of these drive wheels cancel each other out, so that the direction of the vehicle body can be changed. A mobile vehicle has been proposed that does not change the speed of the vehicle (Japanese Unexamined Patent Publication No. 128272/1983).

However, even in such a moving vehicle, it is not possible to prevent a change in the direction of the vehicle body due to backlash between gears used in the drive system of the drive wheels.

[Purpose of the invention]

An object of the present invention is to solve the problems of the prior art described above, and to provide a mobile vehicle that can correct changes in the orientation of the vehicle body and can accurately move along the travel route to be followed. It is in.

[Summary of the invention]

In order to achieve this objective, the present invention detects the actual travel route from the rotational movement amount and direction of the drive wheels, compares it with a preset travel route, and sets the actual travel route. In addition to controlling the vehicle to match the driving route, a change in the orientation of the vehicle body is detected, and the orientation and rotational drive of the driving wheels are controlled in accordance with the detection result to correct the change in the orientation of the vehicle body. It has characteristics.

(Embodiments of the invention) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a side view showing an embodiment of a mobile vehicle according to the present invention;
2 is a sectional view taken from the dividing line A + -A + in FIG. 1, and FIG. 3 is a sectional view taken from the dividing line Ax At in FIG. 1. 1 to 3, 1 is a moving vehicle, 2 is a vehicle body, 3 is a drive-steering device, 4 is a bearing cylinder, 5 is a steering shaft,
5a is a hollow shaft, 6 is a drive shaft, 8 is a support tube, IO is a wheel gear, II is a bevel gear, 12.13 is a drive wheel, 14.1
5 is a DC motor, 14a and 15a are tacho generators,
14b and 15b are reducers, 16 is a bevel gear, 17 is a DC motor, 17a is a tacho generator, 17b is a reducer, 1
8 is a bevel gear, 19 is a steering transmission shaft, 19a is a bearing body, 20
is a bevel gear, 21 is a worm, 22 is a rotary encoder, 23 is a column, 24 is a mounting base, 25° 26 is a rotary encoder, 27 is a joint, 2nd is an angular velocity measuring device (rate gyro), 29 is a travel control device, 30 to 32 are speed control devices, 33 is a keyboard, 34 is a storage battery, 35 is a storage box, and 36 is a caster.

1 to 3, it is assumed that the vehicle body 2 has a centerline CC and an axis vAs-s perpendicular to the centerline CC. The vehicle body 2 is provided with two casters 36 at positions coinciding with the center line C-C, and two casters 36 are provided at positions coinciding with the center line C-C and symmetrically with respect to the center line C-C and spaced n/2 apart from the axis '4IAS-S. A drive-steering device 3 is provided at each position. The drive-operation value ff3 visually consists of a steering shaft 5 containing a drive shaft 6 and a support tube 8 perpendicular to the steering shaft 5, and a drive wheel 12.degree. 13 is attached to the tip of the support tube 8. Due to this support tube 8, the drive wheel 12.13 is spaced from the center of the steering axis by a distance equal to the radius r of the drive wheel 12.13.

These drive wheels 12, 13 and the two casters 36 keep the vehicle body 2 parallel to the floor (not shown).

A steering power transmission shaft 19 is mounted on the upper surface of the vehicle body 2 in parallel to the axis S-S.
are provided, and the vicinity of both ends thereof are connected to the respective steering shafts 5 via the worms 21, and the steering power transmission shafts 19
At one end, there is an absolute rotary encoder 22 for measuring the direction of the drive wheels 12° 13, that is, the steering angle (counts the number of pulses according to the rotation angle of the rotating body, and calculates the angle representing the rotation angle of the rotating body). An encoder that outputs data is attached. Further, a bevel gear 20 is provided approximately at the center of the steering power transmission shaft 19, and a bevel gear 18 coupled to a reduction gear 17b of a direct current motor 17 for steering meshes with this bevel gear 20. The DC motor 17 is provided with a tacho generator 17a for speed control.

As a result, as will be explained in detail later, the DC motor 1
After the rotation of the speed reducer 17b''? is reduced, it is transmitted to the steering shaft 5 via the steering transmission shaft 19, and the support tube 8 rotates about the steering shaft 5, changing the running direction of the moving vehicle 1. It will be done.

Two further rotational drive DC motors 14 and 15 are provided on the upper surface of the vehicle body 2, and the DC motor 14 is connected to a speed reducer 14b.
, the bevel gear 16.1), and the DC motor 15 is connected to the drive shaft 6 in one of the steering shafts 5 via the bevel gear 16.1).
6. It is connected to the drive shaft 6 in the other steering shaft 5 via If. The drive shaft 6 is connected to a drive wheel 12, respectively, as will be described later.
It is connected to 13. Also, the DC motor 14. +5 each has a tacho generator 14a515 for speed control.
A is attached. With the above configuration, the drive wheel 12 is rotationally driven by the DC motor 14, and the drive wheel 13 is rotationally driven by the DC motor 15.

The vehicle body 2 is further equipped with a travel control device 29, speed control devices ff30, 31, 32, and a keyboard.

Four pillars 23 are installed in the vehicle body 2, and a mounting base 24 is supported by these pillars. This mounting base 24 includes an angular velocity measuring device (rate gyro) 2B for measuring changes in the orientation of the vehicle body 2 (changes in attitude angle), and a drive wheel 12.
．． In order to measure the amount of rotational movement of 13, two drive shafts 6
Increment type rotary encoders 25 and 26 (encoders that count pulses with a repetition frequency corresponding to the rotational speed of the rotating body and output data representing the rotational speed of the rotating body) are provided. .

A storage box 35 is attached to the lower surface of the vehicle body 2, and a storage battery 34 serving as a power source is stored therein.

In this configuration, the route that the moving vehicle 1 should follow is stored in the travel control device 29 using the keyboard 33 . The travel control device 29 is a speed control device so that the moving vehicle 1 moves along the route. ! Based on this command, the speed control device 30.31 sends a control signal to the DC motors 14, 15 to rotate them, and the drive wheels 12.
．． 13 is rotationally driven to cause the mobile vehicle 1 to travel. Further, the speed control device 32 sends a control signal to the DC motor 17 based on a command from the travel control device f29, and rotates the DC motor 17 to rotate the two support tubes 8 in the same direction around the steering shaft 5. let This changes the orientation of the drive wheels 12, 13, ie the steering angle.

Note that this change in the steering angle is performed when the moving vehicle is stopped, that is, when the DC motors 14 and 15 are stopped. Therefore, when changing the steering angle, the driving wheels 12.1
3 moves while rotating on the circumference of the radius "centered on the drive shaft 5, and their direction changes. As a result, the moving vehicle 1 can change the direction of movement without changing the direction of the vehicle body 2. It becomes possible.

In addition, when changing the direction of movement during movement, the rotational speed of the DC motors 14, 15, and therefore the drive wheels 12, 13
different rotation speeds. In this way, the driving wheels 12.
By rotating the wheels 12 and 13 using separate motors, even if the diameters of the drive wheels 12 and 13 are different, straight travel is possible by controlling the rotational speed of each motor.

The travel control device 29 includes a rotary encoder 25°26
The amount of rotational movement is read from , the actual travel route of the moving vehicle l is compared with the travel route stored in advance, and the speed side?
1) Send commands to devices 30-32 so that they match. The travel control device 29 also includes a rate gyro 2
8 detects a change in the direction of the vehicle body 2, and sends a command to the speed control device 30, 31 while the moving vehicle 1 is running, and controls the DC motor 1.
The rotational speeds of the wheels 4 and 15, and hence the rotational speeds of the drive wheels 12 and 13, are made different, and the direction of travel of the mobile vehicle 1 is adjusted to eliminate changes in the orientation of the vehicle body 2.

FIG. 4 is a sectional view showing a specific example of the drive/steering bag W3 in FIGS. 1 to 3, and 5b is a gear box, 6
a is a shaft portion, 6b is a support portion, 7 is a bevel gear, 9 is a wheel shaft, 9
a is the shaft part, 9b is the bevel gear part, 9C is the tightening part, and the first
Components corresponding to those in FIGS. 3 to 3 are given the same reference numerals.

This FIG. 4 shows the drive-steering wheel rIt for the drive wheels 12.
3, the drive for the drive wheel 13 -
The steering device 3 also has the same configuration.

In FIG. 4, a steering shaft 5 is rotatably supported by a bearing sleeve 4 fixed to the vehicle body 2. As shown in FIG. The steering shaft 5 is a hollow shaft 5a
The hollow shaft 5 a is supported by the bearing sleeve 4 . A wheel gear lO is fastened and fixed to the hollow shaft 5a, and a worm 21 fixed to the steering transmission shaft 19 meshes with this. Further, the drive shaft 6 is rotatably supported by the hollow shaft 5a of the steering shaft 5. The drive shaft 6 has a shaft portion 6a and a support portion 6.
b, the shaft portion 6a is supported by the hollow shaft 5a, and the support portion 6b is connected to the gear box 5b of the steering shaft 5.
It is stored inside.

A portion of the shaft portion 6a of the drive shaft 6 protrudes from the hollow shaft 5a, and its tip is connected to a rotary encoder 25 provided on the mounting base 24 by a joint 27.
A bevel gear 1) is fastened and fixed to the portion protruding from the hollow shaft 5a. A bevel gear 16 fixed to a rotating shaft of a reduction gear of a DC motor 14 meshes with this bevel gear 1). Further, a bevel gear 7 is fixedly provided at the tip of the support portion 6b of the drive shaft 6.

A support cylinder 8 is fixed to the gear box 5b so as to be orthogonal to the steering shaft 5, and a rotating shaft 9 is rotatably provided within the support cylinder 8. This rotating shaft 9 includes a shaft portion 9a inside the support tube 8, a bevel gear portion 9b protruding from the support tube 8 into the gear box 5b, and a tightening portion 9C protruding outside from the support tube 8.
The bevel gear portion 9b meshes with the bevel gear 7, and the drive wheel 12 is attached to the tightening portion 9c.

Therefore, the rotation of the DC motor 14 is controlled by the bevel gear 16°tt.
It is transmitted to the drive wheels 12 via the WA drive shaft, bevel gear 7 and rotary shaft 9. Also, the DC motor 17 (Fig. 1)
The rotation of the steering transmission shaft 19. It is transmitted to the steering shaft 5 via the worm 21 and the wheel gear lO, and the support tube 8 rotates around the steering shaft 5, so that the driving wheel 1
2 moves while rotating on the circumference of a radius r centered around the steering shaft 5.

Further, the rotary encoder 25 detects the rotation of the drive shaft 6 and outputs the amount of movement accompanying the rotation of the drive wheel 12, that is, the amount of rotational movement.

FIG. 5 is a block diagram showing a specific example of the morph control system in this embodiment, in which 29a is a microprocessor;
29b is a memory, 29C is an interface, and parts corresponding to those in FIGS. 1 to 3 are given the same reference numerals.

In FIG. 5, the travel control bag Wt29 includes a microprocessor 29a, a memory 29b, and an interface 29c.

The memory 29b stores the travel route that the mobile vehicle l should travel (hereinafter referred to as the set travel route) and the travel route of the mobile vehicle l based on the coordinate system set for the travel area of the mobile vehicle l. The actual travel route in this coordinate system is stored. The microprocessor 29a determines the actual traveling route (
(hereinafter referred to as the actual driving route) and the set driving route,
The change in the attitude angle of the vehicle body 2 is detected, and the speed is controlled via the interface 29C so that the mobile vehicle 1 moves along the set travel route and the attitude angle of the vehicle body 1 is corrected. Send an order from 30 to 32.

The actual traveling route of the moving vehicle 1 and the attitude angle of the vehicle body 2 are obtained by the following processing. That is, the microprocessor 29
When a moves the vehicle 1 by operating the keyboard 33, it sets the current position of the vehicle 1 as the origin of the coordinate system, stores this position data in the memory 29b, and performs initial settings.

With this initial setting, the microprocessor 29a also resets the rotary encoders 22, 25, 26 and the rate gyro 28, sends a command to the speed control device 32 to rotate the DC motor 17, and causes the support tube 8 (first 3) parallel to the steering power transmission shaft 19 (Fig. 2), and the drive wheel 12
．． 13 parallel to the center Hc-c of the vehicle body 2. after that,
The microprocessor 2'la generates a minute fixed time Δt (hereinafter referred to as minute time) at the start of the movement of the mobile vehicle 1.
Rotation angle data is transmitted from the rotary encoder 22 every time.
The rotational movement amount data from the rotary encoders 25 and 26 and the angular velocity data from the rate gyro 2 are taken in via the interface 29C, respectively, and the movement amount and movement direction of the mobile vehicle 1 in the minute time Δt are calculated. Position data representing the current position is calculated from the movement amount and movement direction obtained at the beginning and the origin data in the memory 29b, and this is compared with the set traveling route, and the 0-order and minute data stored in the memory 29b are calculated. When time Δt has elapsed and the moving amount and moving direction of the moving vehicle 1 are found in the same way,
From this, the current position of the mobile vehicle I is determined from the position data obtained a minute time Δ before, and this is compared with the set travel route and stored in the memory 29b. in this way,
The moving amount and moving direction of the mobile vehicle 1 are calculated every minute time Δ, and the current position is determined from the accumulation of the past moving amounts and moving directions. The position data of the mobile vehicle 1 at every minute time Δ stored in the memory 29b as described above represents the actual travel route.

Next, correction of a minute change in direction of the vehicle body 2 caused by changing the direction of the driving wheels 12, 13 will be explained using FIG.

In the figure, the mobile object 1 is traveling on a set traveling route A+ in the X-Y coordinate system.
It is assumed that the movement is made along Ax-As, and for the sake of simplicity, the path A+ At is parallel to the X-axis and the path At As is parallel to the Y-axis. Moreover, this X-Y coordinate system is determined by the direction of the vehicle body 2 when the moving vehicle 1 starts moving, and here, the center line C of the vehicle body 2
It is assumed that the Y-axis is set parallel to -C, and the X-axis is set parallel to axis S-8.

Therefore, even when the moving vehicle l is moving, the center of the vehicle body 2 &il
The attitude angle of the vehicle body 2 must be controlled so that C-C is always parallel to the Y-axis, and moving the mobile vehicle 1 along the set travel route requires that the center wA of the vehicle body 2
This means that the intersection point M between c-c and axis S-S moves in accordance with the set travel route. Therefore -6
The attitude angle of the vehicle body 2 refers to the rolling angle of the center line CC with respect to a straight line passing through this intersection M and parallel to the Y axis.

In FIG. 6, it is assumed that the moving vehicle 1 has now reached a point A1 and then changes its running direction to a point A2. Furthermore, when the moving body 1 reaches this point A1, the center line CC of the vehicle body 2 is parallel to the Y axis.

Therefore, the traveling direction of moving vehicle 1 is set to point A! In order to move the drive wheel 1 in the direction of
2.Make 13 parallel to the Y axis. At this time, the drive wheel 12
．． 13, the direction of the vehicle body 2 changes slightly, but this is detected by the rate gyro 28 (Figs. 1 and 5) and the DC motor 17 is rotated to change the direction of the drive wheel 1.
2. Adjust the orientation of 13. Assume that the center line C-C of the vehicle body 2 is finally tilted by 〇yo with respect to the Y axis due to this change in direction of the driving wheels 12.13, and the lane S-3 and the support tube 8
If the angle between the two is ψ1, then by setting ψ, -Δθl - 90°, the drive wheels 12, 13 become parallel to the Y axis.

During such reorientation of the drive wheels 12, 13, the DC motor 1
4 and 15 (Fig. 2) are stopped and the moving vehicle 1 is stopped, but after this direction change is completed, the DC motor 14.15 rotates and the drive wheels 12.13 are rotationally driven, and the moving vehicle 1 is stopped. is point A
Move towards t. During the movement of the mobile vehicle I, the DC motor 17 is not rotated and therefore the drive wheels 12.13
No change of direction is performed.

Moving vehicle l is at point A! When it reaches point A, it stops.

The drive wheels 12, 13 are redirected towards. When the moving vehicle 1 moves to point A, the center line C-C of the vehicle body 2 is tilted with respect to the Y-axis by an inclination angle Δθ1 caused by the change in direction of the driving wheels 12 and 13 at point A1. (Note that when the mobile vehicle 1 is moving from point A1 to point A8, the center line C-C of the vehicle body 2 remains inclined by Δθ1).
When the direction of the vehicle body 2 is changed in step 3, the direction of the vehicle body 2 also changes slightly. The direction of this vehicle body 2 is that moving vehicle 1 is at point A.
, to be modified while moving from point As to point As.

For this purpose, the rate gyro 28 is used to
While detecting the inclination angle of C with respect to the Y axis, the DC motor 17 is rotated to change the direction of the drive wheels 12.13 so that the direction of the drive wheels 12.13 is parallel to the center gc = c of the vehicle body 2. do.

Therefore, if the final angle of inclination of the center line C-C of the vehicle body 2 with respect to the Y-axis due to the direction change of the driving wheels 12.13 is Δθ2, the direction of the driving wheels 12.13 is also inclined by Δθ with respect to the Y-axis. There will be.

When the DC motors 14 and 15 are rotated in this state and the moving vehicle 1 is started, the moving vehicle 1 is initially moved to point A.

Although it moves in a direction different from the y-axis by an angle Δθ8 from the y-axis parallel to the Y-axis connecting point A and A, since the actual travel route and the set travel route are different, this is determined by the travel control device 29 (Fig. 5).
is detected, the rotational speed of the DC motor 14, 15 is controlled, and the traveling direction of the moving vehicle 1 is adjusted so that the actual traveling route and the set traveling route coincide. As a result, moving vehicle 1
The drive wheel 12.13 moves along the y axis so that
parallel to the axis, and the center line C-C of the vehicle body 2 is parallel to the drive wheel 12
Since it is parallel to the direction of °13, this center line C-C is y
axis, and therefore parallel to the Y-axis.

In this way, the orientation of the vehicle body 2 is corrected.

Note that when the vehicle 1 moves from point A to point A, the center of the vehicle body 2 *C-C remains tilted by Δθ1 with respect to the Y axis, but this is because the vehicle 1 travels during this period. This is because the direction cannot be changed and therefore the direction of the vehicle body 2 cannot be corrected as described above.

In other words, from point A1 to point A! When the mobile vehicle l moves, the driving wheels 12.13 are kept parallel in the direction of its rotational axis at an interval twice the rotation radius r (Fig. 3) by the support tube 8. Since the rotation radius r is very small compared to the distance 1 between the respective rotation centers of the two support tubes 8 (Fig. 3), the driving wheels 12 and 13 are almost on the lane S-3. There is no. For this reason, even if the rotational speeds of the drive wheels 12, 13 are varied, only the drive wheel with a lower rotational speed slips, and the traveling direction of the mobile body 1 does not change.

Furthermore, when the traveling direction of the moving vehicle cannot be changed, such as when moving from point A1 to point A, the drive wheels 12.
In such a case, the difference between the actual travel route and the set travel route increases as the vehicle moves due to an error in the direction of the vehicle 13. In such a case, if these differences exceed the allowable amount, the mobile vehicle 1 is temporarily stopped and the drive is stopped. The orientation of the wheels 12.13 is changed to move the mobile vehicle 1 to match the set traveling route, and then the mobile vehicle 1 is stopped, the driving wheels 12.13 are returned to their original orientation, and the vehicle starts moving again. let Thereby, even if the moving direction cannot be changed, the mobile vehicle 1 can be moved along the set travel route.

As described above, the mobile object 1 of this embodiment maintains the attitude of the vehicle body 2 (the inclination of the center line C-C of the vehicle body 2 with respect to the Y axis) in the desired state, and autonomously follows the desired route. can run automatically.

On the other hand, if the mobile vehicle 1 is not equipped with the angular velocity measuring device 28 and uses only the angle information from the encoder 22,
When attempting to automatically travel along the route + At As, the orientation of the driving wheels 12 and 13 must be changed based on the center line C-C of the vehicle body 2 because the orientation of the vehicle body 2 with respect to the Y axis cannot be detected. As a result, the turning angle ψ1 of the driving wheels 12.13 with respect to the vehicle body 2 becomes 90°, and the vehicle body 2
As the running error due to the direction change angle Δθ1, AzAx'
occurs, and after that, the mobile vehicle 1 travels at an angle of Δθ8 from point A8', and the travel error of the mobile vehicle 1 gradually increases, making it impossible for the mobile vehicle 1 to travel autonomously.

Incidentally, the inclination angle Δ of the center vjlc-c of the vehicle body 2 caused by the above-mentioned change in direction of the drive wheels 12.13
θ, the radius r of the drive wheels 12.13 shown in FIG.
When the distance l between them is 1-220+ss, the car body 2
The angle ψ between the axis S-8 and the drive wheel 12.13 is
Δθ, <2
It was experimentally confirmed that . This is a value that does not pose a practical problem in controlling the travel of the mobile vehicle 1 of the present invention.

In addition, the direction of the drive wheels 12, 13 of the above-mentioned moving vehicle 1 can be changed by moving the moving vehicle 1 to the X axis and the Y axis using FIG.
Although the description has been given of the case where the vehicles travel in parallel, the present invention is not limited to this, and can also be applied to the case where the vehicle 1 travels in any desired direction without changing the orientation of the vehicle body 2. be.

〔Effect of the invention〕

As explained above, according to the present invention, the actual driving route and the preset driving route are compared and the change in the orientation of the vehicle body is measured, thereby controlling the orientation of the vehicle body and driving. Therefore, when changing the running direction, even if the direction of the car body changes due to reaction force from the floor or backlash between gears used in the drive system, the direction of the car body is always corrected. The amount of variation in the direction of the vehicle body does not become large due to the change in direction, and the deviation between the actual driving route and the set driving route does not become large, so autonomous automatic driving can be realized. Excellent effects can be obtained, such as expanding the tolerance range for backlash between gears and easing restrictions on component accuracy.

[Brief explanation of drawings]

FIG. 1 is a side view showing an embodiment of a mobile vehicle according to the present invention;
Figure 2 is a sectional view taken from dividing line A+ A+ in Figure 1.
Figure 3 is a cross-sectional view taken along the dividing line At At in Figure 1;
4 is a sectional view showing a specific example of the drive-steering system shown in FIG. 1, FIG. 5 is a block diagram showing a specific example of the motor control system shown in FIG. 1, and FIG. 6 is an implementation of the system shown in FIG. It is an explanatory view for explaining an example running method. 1...Moving vehicle, 2...Vehicle body, 3...Drive-
Steering device, 5... Steering shaft, 6... Drive shaft, 8...
...Support tube, 9...Wheel axle, 12.13...
Drive wheel, 14°15...Driving DC motor, 17
...Steering DC motor, 19...Steering power transmission shaft,
22...Rotary encoder for rotation angle detection, 25
．． 26... Rotary encoder for detecting rotational movement amount, 28... Angular velocity measuring device, 29... Travel control device. Agent Patent Attorney 2 Kenji Department (1 other person) WX1 Figure 1) 2 Figure 3s Figure 4 Figure 5

Claims (2)

[Claims] (1) Drive wheels are provided that are symmetrical with respect to the center line of the vehicle body and are rotatably driven by a drive system and whose direction can be changed by a steering system, and are driven by the drive system and are driven by the drive system. Due to the action of the steering system when stopped,
In a mobile vehicle whose traveling direction can be arbitrarily set, an angular velocity measuring device outputs first data representing the amount of change in the orientation of the vehicle body, and an angle outputs second data representing the orientation of the driving wheels. a measuring device, a rotational movement measuring device that outputs third data representing the rotational movement amount of the drive wheel, and a rotational movement amount measuring device that outputs third data representing the rotational movement amount of the drive wheel; a travel control device that takes in data to form a first control signal for controlling the rotation of the drive wheel and a second control signal for changing the direction of the drive wheel, the first control signal is formed based on a comparison between the actual travel route obtained from the second and third data and the set travel route, and the second control signal is formed based on the first and second data. A moving vehicle, characterized in that the vehicle is configured to move along the set traveling route and to correct the direction of the vehicle body by controlling the rotation and direction of the drive wheels. (2) In claim (1), when the running direction is close to perpendicular to the center line of the vehicle body, the second control signal causes the driving wheels to align with the running direction. and when the running direction is close to parallel to the center line of the vehicle body, the second control signal makes the direction of the drive wheel parallel to the center line, and the second control signal A mobile vehicle characterized in that the change in the orientation of the vehicle body is corrected by making the actual travel route coincide with the set travel route.