JPS6285602A - Control system for conveyance of linear motor car - Google Patents

Abstract

PURPOSE:To improve the reliability of a system by changing specified speed transmitted over stations in adjustable-speed operation sections before and behind an abnormal station when abnormality is detected in the station in a conveying section. CONSTITUTION:When a station STe is abnormal, a speed pattern on the normality of all stations shown in a dotted line is varied to a solid-line speed pattern, thus specifying speed to each station. The solid-line speed pattern is formed in such a manner that specified speed Ve, Vd to stations STe, STd in the dotted-line speed pattern is displaced to this side at very one station except the abnormal station STe and used as the specified speed of stations STd, STc. Values acquired by subtracting predetermined values from the dotted-line speed pattern of the STc and STd may also be employed. The speed change may be conducted only to the stations in a deceleration section.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a system in which the stators of a linear motor are distributed and arranged along a conveyance path, and a carrier to which the movable elements are attached runs on the conveyance path. This invention relates to a transportation control system for a linear motor car. [Prior art] A linear motor stator (
Specifically, in one block, the movable element (consisting of an iron core and a winding for generating a moving magnetic field) is distributed and arranged, and the movable element (consisting of a conductor plate and corresponding to the secondary conductor or rotor of an induction motor)
The linear motor car system, in which the movable element is attached to a carrier and the stator is excited to drive the movable element and hence the carrier, is coasted between the stators and travels on the rails, is used to transport small and lightweight items such as slips and cash in offices. Suitable for transportation. FIG. 15 shows an outline of the near motor car system previously proposed by the present inventor. ] The general transportation route AL is arranged so as to connect a plurality of article receiving locations, and includes stations STa, STb, and stations equipped with linear motor stator blocks.
. . . are distributed and arranged at appropriate intervals along the transport path RAL. Each station has station controllers (STC; a, b, . . . are subscripts that distinguish each other) 3a, 3b,
... are attached, and these controllers perform stator excitation control in response to instructions from the linear motor controller 2 to control the travel of the carrier CR. A system controller 1 controls the entire system based on requests from transport requesters. Linear motor controller 2 is connected to station controllers 3a and 3b by cable 4.
, . . . are connected in a multi-drop format as shown in FIG. 15 (A) or in a parallel format as shown in FIG. Station controllers 3a, 3b
Give the operating mode and speed designation to... The operating modes include a neutral mode in which no control is performed, and a neutral mode in which no control is performed.
There are a start mode in which start control is performed, an acceleration/deceleration mode in which acceleration/deceleration control is performed, and a stop mode in which stop control is performed. As shown in FIG. 15, stations STa,
If there is STb... and the carrier CR is to be transported from station STa to STd, the linear motor controller 2 sends a command to the station controller to set station STa to start mode and STd.
and STe is set to stop mode, and STb and STe are set to acceleration/deceleration mode. The command is sent to the station stations STb to STe to change these stations from neutral mode to acceleration/deceleration mode or stop mode. The linear motor controller 2 then sends a sense command to acquire the status of each station and confirms whether these stations have switched to the mode instructed by the acceleration/deceleration or stop command. If it is not switched, it is determined that a failure has occurred, an error notification is sent to the system controller 1, and the operation is stopped (the carrier CR is not activated). If it has been switched, a start command is sent to station STa, the station is switched from neutral mode to start mode, and carrier CR is started. When the carrier CR starts, the stage STa switches to the stop mode, and the carrier CR continues running, receives acceleration/deceleration control at the station STb, and when the carrier CR passes the station, the station STb switches to the stop mode. The same applies to station STC, and stop (braking or stopping by application of stationary or reverse moving magnetic field) control is performed at station STd. Acceleration/deceleration control is performed by the linear motor controller 2 designating the station passing speed of the carrier to the station controller 3, and the station controller controlling the excitation of the stator so that the carrier passing speed becomes equal to the designated speed. It will be done. To minimize the time required for the carrier to travel, accelerate to the maximum allowable speed at the maximum acceleration, run at that speed, brake and stop at the maximum deceleration. - LL'Good. FIG. 16(B) shows an example of this type of acceleration/deceleration curve. In this example, as shown in FIG. 16(A), the carrier CR is transported from station STa to STg, and station STa is started at maximum acceleration, and station STb is started. STc is caused to pass at the maximum speed Vwax, deceleration control is performed at stations 5Td-3Tf so that the speed is along the maximum deceleration curve Cd, and it is stopped at station STg. If the carrier transport section is long, the maximum speed is increased to the allowable or attainable maximum speed, but if the carrier transport section is short, the maximum speed is determined by the deceleration curve Cd and is limited to the maximum speed within a range where deceleration and stopping are possible. - For example, in the case of a running section that includes more than 10 stations, deceleration occurs at 4 to 5 stations, and acceleration (including constant speed) occurs at 7 to 8 stations. However, the acceleration and deceleration control that is actually performed is determined by the speed Va of the carrier entering each station and the speed Vc instructed to the station, and if Va<Vc, acceleration is performed, if Va>Vc, deceleration, and Va=
If it is Vc, do nothing. The commands given to each station are STa is a start command, STg and ST
h is a stop command, 5Tb-3Tf is an acceleration/deceleration command, and this 5Tb-3Tf is instructed to have a speed according to the acceleration/deceleration curve shown in Fig. 16 (B).
The above acceleration/deceleration control is performed at f. Fig. 17 shows a typical example of a linear motor car system. The transport path RAL is provided to connect a plurality of counters CT (only one is shown in the figure) in a bank store and the cash teller machine AC. Each counter CT has an online tellers machine OTM for inputting customer transaction data and a deposit machine TA for counting cash amount.
D, a terminal writer STW for printing transaction data, and cash insertion/extraction ports CA and CB are provided. This counter is for two people, and the teller's bus 2-off machine TAD and other facilities are shared. If the teller receives a request from the customer and the teller has zero cash, the teller counts the cash received from the customer using the deposit machine TAD, loads the cash from the TAD into the carrier, and transports it to the teller machine AC. In the case of withdrawal, the carrier is sent to the teller RAC to load the cash, transported from the teller machine AC to the counter, taken out through the cash input/output port, and delivered to the customer. Cash teller machine AC is cash input machine ACU and cash storage machine AD
The cash dispensing machine ACU loads required cash into a carrier according to a withdrawal command, and also inputs the cash carried by the carrier into a cash storage machine ADU according to a deposit command. The examination terminal CCU is equipped with a display, a keyboard, etc., inputs examination commands, etc. to the system controller 1, and outputs examination results, etc. A conveyance path RA connecting these counters CT and cash teller machine AC
L rarely extends in a straight line on a horizontal plane, but generally curves and rises/falls. If the conveyance path is curved or ascends/descends, the running resistance changes, so the actual carrier speed will deviate from the speed curve assuming a straight, horizontal conveyance path as shown in FIG. 16(B). For example, stations STf and S
If there is a downward slope between Tg, the carrier may become too fast at the specified speed Ve and may derail or fail to stop at station STg. If the distance between STf and STg is an upward slope or a curve, the specified speed Ve may be too slow and the finger may stop midway, so it is necessary to make the finger speed Vu, where Ve<Vu, constant. The same applies to other stations. If the conveyance path deviates from a straight or horizontal state, it is necessary to correct the speed pattern, but the linear motor controller 2 calculates and performs the speed correction each time a start or stop station is instructed. This is undesirable, as it increases the required calculation program and causes a delay in operation due to the time required for calculation. This problem uses a speed curve as shown in Fig. 16 (B) as a basic pattern, and each station (more specifically, the station controller) receives a specified speed according to the basic pattern from the linear motor controller, and separately given speeds before and after the station. This problem can be solved by making corrections based on the conditions of the feed route and adjusting it to your designated speed. The following table shows an example of the correction table. Table 1 Here, β, m, p, and q are correction values, and if the specified speed is a curve, there is a problem of derailment or not reaching the next station, so if the specified speed is the maximum speed νmax, reduce β, and if the specified speed is the minimum speed Vmin, add m. , the correction specified speed is Vmax −1
! and Vmin+m. Also, if it is an uphill slope, there is a risk that you will not be able to get to the next station, so add p to Vmin, and if it is a downhill slope, the speed will be too slow and there is a risk of derailment, so add Vmax. Subtract q and p from Vmin. For curves and uphill/downhill slopes, it is the sum of these, and for straight lines and horizontal lines, the specified speed is V.
No modification is made as long as it is between max and Vmin. a−yf is also a correction value, which will be described later. Once the station installation position is determined, the front and rear rail shapes are determined, so the correction value required for the station can be calculated from Table 1, and the designated speed can be easily corrected. This table 1 beam! , the amotor controller 2 is equipped with Table 1 in which each station corresponds to the front and rear rail shapes.
At the initial time, the correction value is received from the linear motor controller 2, stored in the memory, and when the specified speed is not sent from the linear motor controller 2, it is corrected with the correction value and used. 1- Make it yo-fu. In Table 1, curve 1. 2. The degree is not an issue, but of course it is a matter of degree J). 2. For large curves, the correction value is ρ11m1, and for small curves, β29m.
2, etc., may be finely corrected. [Problem to be solved by the invention L7] By the way, in the previously proposed linear motor car system, each stage's speed is indicated and the speed is instructed, and the status of each station is retrieved by sense commands, and abnormalities are detected by sense commands. If it is 3, a start command is sent and the carrier starts operating, but if there is no response from a certain station even after sending a sense command, it is assumed that a failure has occurred and the carrier does not enter j1 rotation. However, depending on the stage 9, the carrier may be able to run normally even if the stage is malfunctioning and cannot accelerate or decelerate. This is not desirable from the viewpoint of reliability. The present invention attempts to improve the above-mentioned problem by allowing the carrier to run as much as possible even if an abnormal station occurs. [Means for Solving the Problems] The present invention provides a method in which a plurality of stations including stators of linear motors are distributed along a conveyance path, and a carrier to which a movable element of a linear motor is attached is placed on the conveyance path. In the conveyance control system of a linear motor car that runs the carrier at a specified speed pattern, when an abnormality is detected in stage 9 in one feeding section, the acceleration/deceleration operation sections before and after the abnormal stage/'' are detected. The specified speed given to the station is
This is characterized in that the carrier is started using a changed speed pattern. [Operation] Even if an abnormal station occurs, if it is an acceleration/deceleration station between a start station and a stop station, the carrier can often travel by simply changing the speed pattern. Therefore, in the present invention, if the station STe is abnormal as shown in FIG.
The normal speed pattern of all the stations shown by dotted lines is changed to, for example, a solid line speed pattern, and the speed is specified to each station. The solid line speed pattern is a dotted line speed pattern (, ko), except for the abnormal station STe.
Specified speed V to move to stations STe and STd
e and Vd are shifted one station at a time to the designated continuous speeds of the stations STd and $Tc. Alternatively, the predetermined values may be related to the points of STc and STd. This speed change only needs to be performed for stages 1 and 7 in the deceleration section. That is, in a dotted line speed pattern (stations STb and STc are accelerating (more specifically, they are at constant speed),
(Input this into acceleration) There is section 6,', and station 2 is in the deceleration section, but station 1 in the acceleration section is abnormal and 1J) -;, but -co "L Acceleration does not take place at the station in question, and as a result, from the next station onwards, the acceleration will be increased accordingly or the maximum speed will be lowered, making it particularly difficult to run and stop the vehicle. Therefore, there is no need to correct the speed pattern.On the other hand, if a station in the deceleration section is abnormal, deceleration will not be performed at that station and the speed will become excessive and there is a risk that it will not be possible to stop at the stop station. Therefore, it is necessary to modify the speed (deceleration) pattern, and if this is done by shifting the specified speed one station at a time as shown in the figure, deceleration will occur one station at a time earlier, and the stop station will When considering the shape of the transport path, it is necessary for the station before the abnormal station to take in the correction value due to the transport path shape of the abnormal station and make corrections accordingly. In this case, Table 1 is stored in the linear motor controller 2, and after calculating the speed pattern shown by the solid line in Fig. 1(b), it is corrected using the correction value obtained from Table 1, and the correction is specified. It is convenient to send the speed to each station. Fig. 3 (A) is a flowchart showing the above processing procedure. The linear motor controller 2 instructs each station to start and stop from the system controller 1. When it receives a travel command, it calculates a speed pattern as shown by the dotted line in FIG.
The specified speed is sent to these stations (and the mode is also specified). Calculation of specified speed is shown in Figure 3 (B) (C)
Next, send a sense command to read the status of these stations, and if there is no abnormality, send a start command to station STa. If there is an abnormality, for example, there is no response to the sense command from station STe, the station Remove the STe and calculate a corrected speed pattern as shown in Figure 1 (bl solid line) at the remaining stations.Next, check whether it is possible to transport at the specified speed of each station indicated by this pattern,
If transport is not possible, the system controller 1 is notified of this and the process ends. If transport is possible, the designated speed is sent to stations 5Tb-3Td and STf, the abnormal station STe is instructed to cancel the previously given designated speed, and then a sense command is sent to read the status of each station. If there is an abnormality in stations 5Tb-3Td, STf, the system controller 1-roller 1 is notified that transport is not possible, and if there is no abnormality, the power to the abnormal station STe is turned off. ), sends a start command to station STa. The calculation process for the designated speed is as follows. As shown in FIG. 3(B), first check whether the stop station is normal or not, and if it is normal, set a stop flag to the machine number of the station, and then check whether the next station is normal or not. If normal, check whether the next station is a starting station or not. If it is not a starting station, set an acceleration/deceleration flag to the machine number of the next station, then read the speed from the deceleration pattern table, and set the speed control register VC. Set to . The deceleration pattern table is as follows. ■ ■ ■ ■ ・・・・・・ ○ ○Vd
Vc Vb Va Va
In Va, ■ is the speed of the station one station before the stop station, ■ is the speed of the station two stations before the stop station, and so on. Next, check the abnormal station counter, and if it is O, jump to Figure 3 (C), add 1 to the read pointer of the deceleration pattern table, clear the abnormal station counter, and then check whether this station is a starting station. If not, return to FIG. 3(B) and check whether the next station is normal. By repeating this process, it will eventually become a starting station. In this case, a starting flag will be set to the machine number of the station, and then the speed will be read from the deceleration pattern table and set to VC. The above process begins. And this time, will this station in Figure 3 (C) start? If the check is YES, this completes the calculation of the specified speed and moves on to the next process. Is it normal? If it is determined that there is an abnormality in the check, the process moves to the illustrated processing step. In other words, when the stop station is abnormal,
The destination is changed to the station next to the starting side, and if this is also abnormal, the destination is changed to the next station. Furthermore, if there are two abnormal stations in a row, it is difficult to newly set the designated speed due to various conditions, so it is determined that the specified speed cannot be set again. The abnormal station counter indicates that there is an abnormal station. A predetermined area on the memory is allocated to each station, and when a station abnormality is detected, an abnormality flag is set in the area of that station. Further, during conveyance, the operation mode and specified speed are set, and once the operation mode and specified speed are set for all stations, a command is sent to each station for the operation mode and specified speed set for that station. Note that if the intermediate station on the downhill rail becomes abnormal, the approach speed to the printing station may be too fast even if the speed of the second station on the slope is set to a value close to 0. In this case, Not executable. Whether it is executable or not is determined based on the rail shape of the abnormal station. A station abnormality is known when the linear motor controller 2 sends a sense command to each station and there is no response, or there is a response but l+c, or there is an error in the i response. As mentioned above, the sense command is sent after the mode instruction command and designated speed are sent to each station prior to carrier launch, but in addition to this, the sense command is sent when the system is powered on and ready for operation. is also sent. If an abnormal station is discovered due to no response when the power is turned on, or a response indicating that there is an abnormality in the memory or sensor, it is recommended to determine the speed pattern as if the abnormal station never existed from the beginning. In this way, the optimum speed pattern can be obtained. To determine the specified speed, ■ Voltage of the power supply for stator winding excitation, ■
By reducing the weight of the article loaded on the carrier by J, the carrier speed can more accurately match the designated speed pattern. When an abnormal station is detected, it may not be sufficient to simply cancel the command to the station or not specify it from the beginning. In other words, the state of a station that does not respond to a sense command is unknown, and the maximum load is applied independently of the command.
It is possible that the carrier is in a state of speeding up or decelerating, and if such a station or turn occurs, it will interfere with carrier travel. Therefore, it is recommended to turn off the power to the abnormal station and give a start command while it is still hot. It is better to do so. Since the power to each station can normally be turned on and off using a remote 0N10FF signal from the linear motor controller 2, it is preferable to turn it off using this signal. In response to the sense command, if there is an abnormal station, the power off of the station is confirmed by the response, and a start command is then sent. If the abnormal station is a starting station, carrier transport is impossible. Also, if the abnormal station is a stop station, it is not possible to stop the carrier at that station, but in this case, carrier 1
1! ! Instead of disabling transport, it is conceivable to use another station as a stop station and carry out gear rear transport. FIG. 2 shows this example, where the starting station STa is the teller deposit machine of the counter CT shown in FIG. 17, and the stop station STf is the cash storage 11 of the cash teller machine AC.
It is ADU. If you set the station STe one place before the storage machine ADU as a manual station, and open the transport path cover so that you can take out the current amount from the carrier CR, if the storage machine ADU is out of order, the I9 The stop station is changed from STf to STe, the carrier is stopped at this point, and the attendant can manually take out cash from the carrier. This abnormality in station STf is caused by starting station S
If it is detected after loading cash on the carrier CR and specifying the speed etc. for each station at Ta, the above-mentioned recalculation and re-designation are performed. I*T Display and notify the person in charge that the station has been changed. In addition, when station S T a is set as a stop station for withdrawal, etc., if the station is abnormal, the manual station S T
It is better to switch Tb to a stop station. [Embodiment] FIG. 8 shows a specific example of the station controller 3. The main control (station) 7° processor 30 has an internal memory 30a, and communicates data with the linear motor controller 2 via the cable 4. Exchanging commands and motor processor 3
1 and mechanical control processor 38, and mainly works as a relay processor. The motor control processor 31 controls the excitation of the stator in accordance with instructions from the main control processor 30, and has a carrier speed measuring counter 31a and a memory 31b therein. The carrier CR is equipped with a plate 103 having a plurality of notches as shown in FIG. S4, therefore, when carriers enter, the light received by the light receiver is intermittent, and the pulse width of the intermittent light indicates the carrier entry speed. counter 3
1a performs this pulse width measurement. Note that in FIG. 14, 120 and 121 are a pair of rails constituting the transport path RAL, and 5TAT is a stator. 105a and 105b are upper and lower guide rollers of the carrier CR, 105c is a lateral guide roller, and these rollers constitute running wheels of the carrier. A similar guide roller is also provided on the plate 104 side. The multiplexer 32 selects the outputs of the sensors S1 to S4 according to the selection signal SEL of the processor 31 and outputs the selected output to the processor 31. Each of the coil drive drivers 34 is constituted by a solid state relay, and the driver 34a excites the acceleration/deceleration coil 114b of the stator with three-phase alternating current according to a direction (right, left) instruction from the motor control processor 31. Further, the driver 34b drives the stator positioning single-phase coil 114a according to the positioning command PCMD from the motor control processor 31, and the driver 34c drives the stator positioning damping coil 114C according to the damping command SCMD from the motor control processor 31. Driven by 35 is an interface circuit, which has registers 35a and 35b for flags (FLG) and registers 35c and 35d for commands and data. A first bus 36 is used to transfer flags and data between the main control processor 30 and the interface circuit 35. Exchanging commands. 40 is a station number setting switch, and 37 is a second path, which exchanges flags, data, commands, and codes between the main control processor 30 and the interface circuit 39 of the mechanical control section. The mechanical control processor 38 has a memory 38a inside, and controls a carrier lift mechanism and a rail lid mechanism. Each motor 135, 146, 151 of the shutter opening/closing mechanism is controlled. The interface circuit 39 includes flag registers 39a and 39b, and a command and data register 3.
It has 9c and 39d. 135a, 146a, 151a
are the drivers of motors 135°, 146, and 151, respectively. A mechanical control unit MCC including these is provided at a station provided with a lift mechanism or the like. FIG. 4 shows a concrete example of the beam near motor controller 2. The main control processor 50 receives transfer instructions from the system controller 1 via an interface circuit 51 consisting of registers for data and flags, and also notifies the completion of the instructed transfer. 52 and 53 are memories for the processor 50, 54 is a programmable timer, and 55 is a line control unit for exchanging data with each station, which is connected to each station controller by a driver 55a and a receiver 55b. 56 is a switch for setting the total number of stations provided on the conveyance path, and 57 is a switch group for setting a number indicating the rail shape between each station (total number of stations - 1 switch group). The linear motor controller provides transport instructions from the system controller, as well as instructions for each operating mode and speed to stations involved in the process from start to stop. The linear motor controller is initially set to 5.
From 6, read the number of connected stages 3. Based on this number, each station is sensed to check the connection status and whether or not there is an abnormality. That is, since station machine numbers starting from 1 are set in advance for each station in order, if the number of set stations is 10, the linear motor controller senses machine numbers 1 to IO. On the other hand, a station that does not receive a response or returns an abnormal response can be determined to be abnormal. Next, data on the rail shape is read from the switch group 57. The switch group 57 is installed in a factory or on-site, and is sometimes set in advance to match the shape of the rail between each station. Note that the rail shape and the number of stations may be initially notified by the system controller. After the linear motor controller completes the internal initial processing after the power is turned on, the power (POW) of each station is
Turn on the power to each station using the remote 0N10FF line. FIG. 5 shows this state. Next, the operation shown in FIG. 8 will be explained based on the explanatory diagram of the transmission and reception operation shown in FIG. ■At the initial stage, the linear motor controller 2 controls the control units 3a of all stations STa, STb, . . .
, 3b, . . . via cable 4 to switch group 5.
Based on the rail shape information read from 7, the speed data RECV of the corresponding rail shape is transmitted as shown in FIG. 9(A). This speed data is obtained from the data in Table 1 above, namely maximum speed, minimum speed, correction values β, m, p, q, and correction values a-f (used when the next station is a stop station). Only the data corresponding to the left and right rail shapes are extracted. ■At each station, the main control processor 30 receives this, stores it in its own memory 30a, and then
It is transferred to the motor control processor 31 via the bus 36. Handshake control is used to control the transfer via the bus 36, and the main control Bromodi G-30 sets a transfer flag in the register 35a of the interface circuit 35 and stores the speed data in the register 35c. The motor control processor 31 looks at the register 35a, detects the transfer, and reads the contents of the 1/register 35e. After reading, the motor control processor 31 sets a flag in the register 35b to notify the main control processor 30 that it has received the data, and waits for the next speed data (
The amount of data transferred at one time is determined by the lotus width). The motor control processor 31 sequentially stores the speed data obtained in this manner in the memory 31b in the table format shown in Table 1. In this way, the speed data of each rail shape is stored in the memory of the control unit of all stations. 0Next, when a running command is given from the system controller 1 to the linear motor controller 1-roller 2, as shown in FIG. 9(B).
As shown in , the linear motor controller gives carrier acceleration/deceleration commands SPC to the acceleration/deceleration station. The main control processor 30 of each acceleration/deceleration station (STb-3Tf) receives this command SPC and the designated speed Vc.
is received and transferred to the motor control processor 31 via the bus 36 and the interface circuit 35 as described above. When the motor control processor 31 receives an acceleration/deceleration command SPC from the main control block (Kosenoza 30), the motor control processor 31 switches from the neutral mode to the acceleration/deceleration mode.
sets a flag in the register 35b to notify the main control processor 30 that it is in the acceleration/deceleration mode, and stores the designated speed Vc in the memory 31b. (2) Next, the linear motor controller 2 sends a sense command SNS to the acceleration/deceleration stations STb to STf, and reads the operation mode of each motor control processor 31. This sense command SNS is used by the main control processor 3.
0, and the processor 30 notifies the linear motor controller 2 of the aforementioned notified mode via the cable 4 as a response. Based on this response, the linear motor controller 2 uses the acceleration/deceleration station S'
Check whether I' b -S T f is in the specified operation mode (acceleration/deceleration mode). -0 Next, the linear motor controller 2 sends a stop command STP to the stop station (STg in this example) and the next station (STh). Stop station STg, S
Similarly, at Th, the main control processor 3°0 receives the stop command STP and transfers it to the motor control processor 31, and if the motor control processor 31 is normal, it switches to the stop mode. This operating mode is notified from the motor control processor 31 to the main control processor 30 as described above. In this way, the station STg where the original stop should be performed
In addition, the next station STh can also be given a stop command STP to put it in stop mode (so that even if an abnormality occurs after the stop station STg is set to stop mode, the carrier CR will not return to the next station STh). Since it stops, it is possible to prevent the carrier from running out of control.The linear motor controller 2 sends a sense command SNS to the stop station (for the system a). The processor 30 notifies the operation mode. Next, after completing the above-mentioned confirmation check, the linear motor controller 2 transmits a start command STR (including designation of the start direction, etc.) to the start station (5Ta in this example). At the starting station, the main control processor 30 receives the start command STR, notifies it to the motor control processor 31 in the same manner as described above, and switches the operating mode of the motor control processor 31 from the neutral mode to the start mode. When the start mode is entered, the motor control processor 31 immediately controls the start of the carrier CR to start the carrier,
After the start control ends, it automatically switches to stop mode. (2) From then on, the vehicle travels on the carrier CR and is controlled to accelerate and decelerate at the acceleration/deceleration station. Along with this, the linear motor controller 2 sends a sense command S to each station on the travel route.
It sends NS, detects the status of each station, and checks whether the carrier is running normally and whether there are any stops along the way. The acceleration/deceleration stage reed also automatically switches to stop mode after acceleration/deceleration control is completed. In this way, by switching the start and acceleration/deceleration station to the stop mode after the control is completed, the carrier can be stopped even if the carrier that has passed through the station is repelled by the next station, or does not reach the next station and goes backwards. This allows for an extremely safe configuration. 10(A)(B), FIG. 11, FIG. 12, and FIG. 13 are flowcharts showing operations in the start, acceleration/deceleration, and stop modes. In the start mode shown in FIG. 10, the following operations are performed. 10) In the above step ■, the motor control processor 31
When the is set to start mode, the processor 31 examines the contents of the memory 31-b and speed data (maximum, minimum speed)
It is determined whether or not is set, and if the cent is not set (if there is no speed data), the process ends as an error. If it is set, check whether the carrier CR is at the starting position. This is done by the previously mentioned sensor. That is, sensors S+ and S4 are located at one end and the other end of stator 5TAT, as shown in FIG.
l and S4, and in the correct stop position the notch 10
7 is between sensors S2 and S3. Therefore, sensors S1 and S4 are on (non-shielded), sensor S2
．． If Sl is off (light-shielded), it can be determined that the carrier is correctly stopped at the station. processor 31
is sensor S2. The output of Sl is checked, and when the above conditions are satisfied, it is determined that the carrier CR is at the starting position and the starting control is possible; otherwise, it is determined that the carrier CR is not at the starting position and the starting control is not possible, and an error is generated and the process ends. 11) When determining that the carrier CR is in the starting position, the processor 31 determines the control speed. Processor 31 examines memory 31b and determines whether the specified speed is present. In step (2) described above, the linear motor controller 2 transmits the start command STR and, if necessary, transmits the designated start speed SVc, and the processor 31 stores this in the memory 31b. The processor 31 is this memory 31b
If the designated speed SVc is found, it is determined whether it is possible to start at this designated speed SVC. That is, the processor 31 sets the specified speed SVc to the maximum speed VM allowed for its own station.
Compare with 12) Conversely, if the designated speed SVc is absent (not specified) or SVc≧VM'X, the maximum speed VMX is determined and set as the control speed. 13) Once the control speed is determined in this way, the processor 31 starts energizing the motor. That is,. The processor 31 applies a RIGHT (right) or LEFT (left) drive signal to the driver 34a depending on the starting direction, and excites the acceleration/deceleration coil 114b. This results in
Carrier CR takes off. 14) The processor 31 then detects the speed of the carrier CR from the outputs of the sensors S1 to S4. For example, if the carrier CR starts in the direction from 2 sensors S3 to S4 (assumed to the right), the processor 31
Selection signal S E to select the output of sensor S3 to
L is given, the output pulse of the sensor S3 is taken in, and its width is counted by the counter 31a to detect the speed. While doing this, when the tip of the notch 107 of the carrier CR reaches the sensor S6 and an output is generated from the sensor S4, the processor 31 receives this and selects the output of the sensor S4 for the multi-break '+32. A selection signal SEL is applied to the sensor S4, and the counter 31 receives the output pulse of the sensor S4 and calculates its width.
Detect the speed by counting with a. The processor 31 further counts the number of output pulses from the multiplexer 32 and detects the position of the carrier CR. 15) After the above-mentioned excitation starts, the processor 31 starts the counter 3
The actual speed of the carrier CR is detected from the contents of 1a and compared with the aforementioned control speed. If the actual speed is less than the control speed, excitation is continued, and the position of the carrier CR is further detected from the number of output pulses to check whether the carrier CR has reached the excitation end position. 16) If the excitation end position has not been reached, excite! ! !
Then, return to step 15. 17) On the other hand, when the actual speed exceeds the control speed, the acceleration/deceleration coil 1 is activated even if the carrier CR has not reached the excitation end position.
14b is stopped, and the operation is completed. When the carrier CR reaches the excitation end position, it is useless to continue excitation any longer, so excitation of the acceleration/deceleration coil 114b is stopped and the process ends. In this case, the carrier CR has left the starting station before reaching the control speed. 11 and 12 show the operation in acceleration/deceleration mode. 20) In the above-mentioned step (3), when the motor control block 7 31 switches to acceleration/deceleration mode, the processor 3
1 checks whether carrier CR is on its own station based on the outputs of sensors S+ to S4, and if carrier CR is on its own station, the process ends as an error. 21) If your station does not have a carrier CR,
Processor 31 determines the control speed. That is, the processor 31 checks whether the next station in the traveling direction is a stop position. When the linear motor controller 2 sends the acceleration/deceleration command SPC, it attaches a flag and notifies the station immediately before the stop station (5Tf in this example). If the own station is one station before the stop station, the processor 31 reads the correction value based on the rail shape from the speed table in the memory 31b and sets it as the control speed. This correction value is the passing speed of the station such that the approaching speed to the stop station falls within a predetermined value, and it must be accurately controlled, so ii
As mentioned above, it is sent from the linear motor controller 2 at the initial time. 22) When the processor 31 determines that its own station is not one station before the stop station, the processor 31 checks the memory 31b and determines whether the specified speed Vc is present.The linear motor controller 2 determines the maximum speed. When giving an instruction, the specified speed is not attached to the acceleration/deceleration command SPC, so when there is no specified speed Vc, it is determined that the maximum speed has been specified.When there is no specified speed Vc, the processor 31 VMX memory 3
Read from the speed table 1b, set the maximum speed VMX on the low speed side of the control speed, and set VMX+α, which is faster than the maximum speed Mx, on the high speed side. 23) On the other hand, if the processor 31 has an assumed speed Vc,
The Vc is compared with the maximum speed VMX. This comparison shows that the maximum speed VMX is faster than the specified speed Vc, that is, VMX
>VC, the commanded speed Vc is determined as the control speed and set to the high speed side. Conversely, when it is determined that the command speed Vc is faster than the maximum speed VMX, that is, Vc≧VMX, the maximum speed VMX is determined to be the control speed and is set to the high speed side. Next, the processor reads the minimum speed VMN from the speed table in the memory 31b and compares the specified speed Vc with the minimum speed VMN in order to determine the low speed side control speed. As a result of this comparison, if it is determined that VC>VM The speed VMN is determined as the control speed and set to the low speed side. 24) When the control speed is determined in step 21, 22, or 23 in this way, the state enters a state of waiting for the carrier CR to enter. That is, the processor 31 monitors the output of the sensor S+ or S4 and determines whether the carrier CR has entered the station. When the entry of the carrier CR is detected by the output of the sensor S1 or S4, first the sensor S1
Alternatively, the approach speed of the carrier CR is detected from the output of S4. 25) The processor 31 compares the actual approach speed and the set high-speed control speed, and if the actual approach speed is faster than the high-speed control speed, the processor 3 decelerates to the high-speed control speed.
1 starts reverse excitation. That is, the processor 31 gives a drive signal to the driver 34a, reversely excites the acceleration/deceleration coil 114b so that the magnetic field movement direction is reversed, and the carrier CR
to slow down. 26) During this time, the processor 31 detects the actual speed and determines whether it has become slower than the high-speed control speed, and if it has become slower, stops excitation and ends the process. 27) On the other hand, when the delay does not occur, the position of the carrier CR detected by the processor 31 by counting the output pulses of the multiplexer 32 is the passing position (the position of the sensor S4 or ) is detected, and if it has been reached, there is no point in continuing reverse excitation any longer, so excitation is stopped and terminated. 28) On the other hand, if the processor 31 determines that the carrier CR has not reached the passing position, it determines whether it is an acceleration mode or a deceleration mode, and if it is the deceleration mode, it returns to step 26, and if it is the acceleration mode, it goes to step 30. 29) In step 25 described above, if the actual approach speed is lower than the high-speed control speed, the processor 31 compares the actual approach speed and the low-speed control speed. If the actual approach speed is faster than the low-speed control speed, the actual approach speed is between the high-speed control speed and the low-speed control speed, so there is no need to accelerate or decelerate.
The process ends without exciting the acceleration/deceleration coil 114b. Conversely, if the actual approach speed is lower than the low control speed, the processor 31 starts excitation to accelerate to the low control speed. That is, the processor 31 sends the drive signal to the driver 34a.
to excite the acceleration/deceleration coil 114b, and the carrier CR
accelerate. 30) The processor 31 detects the actual speed during this time as well, and determines whether the actual speed has become faster than the low-speed side control speed. If it has become faster, it stops excitation and ends the process. Conversely, if the actual speed does not become faster than the low speed side control speed, the process returns to step 27 and acceleration control is continued. FIG. 13 shows the operation in stop mode. 31) In the above step (2), when the morph control processor 31 switches to the stop mode, the processor 31 checks whether the carrier CR is on its own station from the outputs of the sensors S1 to S4, and determines whether the carrier CR is on its own station. For example, in the positioning process, the processor 31 drives the driver 341) and 34C to control the positioning coil 114a.
, 114c, and the process ends. 32) Conversely, if the carrier CR is not at its own station, it is checked whether the designated speed data exists in the processor 31 memory 31b. This designated speed data indicates that the force required to stop the gear rear CR is based on the weight. Since it differs depending on the approach speed, it is set to change the stop control conditions depending on the weight, and usually the speed data mentioned in step ■ is standard (for example, medium weight) data (high-speed stop and medium-speed stop). The threshold speed vh for the vehicle and the threshold speed Vff for the medium-speed stop and low-speed stop are sent and stored in the memory 31b. On the other hand, if the article loaded on the carrier CR is light or heavy, the linear motor controller 1
- The roller 2 sends the stop command STP with designated speed data corresponding thereto. Therefore, if the specified speed data is in the memory 311), the processor 31 stores it as control stop data; if not, it stores it in the memory 311).
1) The standard designated speed data sent first is sent as control stop data. 33) When the control stop data is set in this way,
It enters a state of waiting for carrier CR to enter. That is, the processor 31 monitors the output of the sensor S+ or S4 and determines whether the carrier CR has entered the station. When the approach of the carrier CR is detected by the output of the sensor S1 or S4, the approach speed of the carrier CR is first detected from the output of the sensor S1 or S11. 34) Next, the processor 31 compares the high-side judgment speed vh and low-side judgment speed ■β of the control stop data with the actual speed VR, and if vR>vh, a high-speed stop is performed, Vh≧vR>v7! If so, it is determined to be a medium-speed stop, and if e≧vR, it is determined to be a low-speed stop. When the processor 31 determines that it is a high-speed stop, the carrier CR enters and sends a drive signal to the driver 34a to reverse excite the acceleration/deceleration coil 114b, and the sensors S2. When the outputs of S3 are both generated and the carrier CR reaches the positioning position, the drivers 34b and 34c are driven to excite the positioning coils 114a and 114c to stop the positioning. When the processor 31 determines that it is a medium speed stop, the processor 31
When the positioning coils 114a and 114c enter, the drivers 34b and 34C are driven to excite and stop the positioning coils 114a and 114c. When the processor 31 determines that it is a low-speed stop, the carrier CR
After entering the positioning position, that is, when the outputs of the sensors 52 and 83 are both generated, the driver 34b. Positioning coil 1], 4a, 114C by driving 34c
is energized and stopped. FIG. 6 shows another embodiment. In the above, the drive control of the linear motors at each station was performed by controllers distributed at each station, but in this case, each station did not have a controller, but only had a linear motor drive driver and a sensor amplifier. Control can also be performed by a linear motor controller. DV and AMP in FIG. 6 are its driving driver and sensor amplifier. The driving method in this case is the same as in the previous method. That is, the rail shape setting between each station is done in advance by the linear motor controller 1 controller 2. Therefore, when a conveyance instruction is received from the system controller L-roller 1, the passing speed based on the deceleration curve is performed at the stations involved from starting to stopping. After that, the passing speed is determined by taking into account the speed conditions depending on the rail shape 7, and it is stored in the internal memory. After this, each station is checked for abnormality (for example, the sensors 81 to S1 are checked). If there is no abnormality, the coil of the starting station is driven to control starting so that the speed is set in the memory. When the sensor at the next station detects the entry of the carrier, the acceleration and deceleration are similarly controlled to the set speed, and sequentially controlled until the stop station. If an abnormality is detected in the station check after determining the passing speed, a flag indicating that the station is abnormal is set in the memory, and based on the deceleration curve (shifting the set speed or changing the rail The speed correction based on the shape is performed again, and the passing speed is determined and stored in the memory again.The speed of each station is controlled based on this speed, and nothing is done at the abnormal station, and the next station waits for the carrier and is controlled sequentially. If the stop station is abnormal, simply change the destination and reconfigure the passing speed.If an abnormality is found during the initial check immediately after power is turned on, transport can be performed using the same procedure.In addition, the previous explanation The thrust of the near motor has a large force for acceleration, but the deceleration force is weak, so the idea was to lower the speed before the abnormal station so that a predetermined deceleration pattern could be obtained, but the acceleration force also If there is not enough, reduce the acceleration section to make deceleration easier. This state is shown by the dotted line in Figure 7 (a). Also, if the deceleration curve has a margin compared to the deceleration force of the motor, it will be possible to prevent abnormalities. Deceleration control is possible by increasing or decreasing only the station speeds before and after the station.This state is shown in FIG. 7). If station STf is abnormal in FIG. 7, the speeds of stations STe and STg are, for example, VeN = Ve
2 (V e V f )VgN-7g +2 (
V f V g ). Here Ve, Vf, Vg
, is the initial setting speed, Ven+VgH, G is the new speed. [Effects of the Invention] As explained above, in the present invention, when an abnormality is detected in a station in a deceleration section, a deceleration curve excluding the abnormality is created,
Since the carrier is started, decelerated according to the curve, and stopped at the target station, the reliability of the system can be increased.The basic portion of this deceleration curve is given to the abnormal station and the deceleration section station before it. Since the specified speed is sequentially shifted and given to the station group before the abnormal station, it can be created quickly and does not increase the load on the linear motor controller.
Even if an abnormality is detected just before the carrier starts, the carrier can be started without any particular delay.

[Brief explanation of drawings]

Fig. 1 is an explanatory diagram of the control method of the present invention, Fig. 2 is an explanatory diagram of changing the stop station, and Figs. 3 (A) to (C).
) is a flowchart showing the processing procedure of FIG. 1, FIG. 4 is a block diagram of the linear motor controller, FIG. 5 is a block diagram of the power supply control system, FIG. Fig. 7 is an explanatory diagram of another example of speed instruction, Fig. 8 is a block diagram showing a specific example of the station controller, Fig. 9 is an explanatory diagram of the transmission/reception procedure, and Figs. 10 to 13 are flowcharts showing the operation procedure. , FIG. 14 is an explanatory diagram of a carrier speed detection mechanism, FIGS. 15 and 16 are explanatory diagrams of a linear motor car system, and FIG. 17 is a perspective view showing an example of application of the system. In the drawings, ST is a station, RAL is a transport path, and CR is a carrier.

Claims (3)

[Claims] (1) A linear system in which multiple stations including linear motor stators are distributed along a conveyance path, a carrier with a linear motor mover attached is placed on the conveyance path, and the carrier runs at a specified speed pattern. In a motor car transport control system, when an abnormality is detected in a station in a transport section, the specified speed given to the stations in the acceleration/deceleration operation section before and after the abnormal station is given in a changed speed pattern, and the carrier is started. A transportation control system for linear motor cars that is characterized by: (2) The conveyance control system for a linear motor car according to claim 1, wherein the specified speed is corrected according to the shape of the rail before and after the abnormal station. (3) Claim 1, characterized in that the carrier is started after the power of the abnormal station is turned off.
Transport control system for linear motor car described in Section 2.