KR20000029140A - Shuttle control method - Google Patents

Abstract

PURPOSE: A method of controlling a shuttle is provided to prevent a collision and a damage generated by a collision of a shuttle with a damper in a dot line printer. CONSTITUTION: A first shuttle apparatus is prepared with a print head, a shuttle for loading the print head and a linear motor for driving the shuttle, and a second shuttle apparatus has a weight unit, a balancer, a linear motor, a pair of dampers and a slit plate. A control unit operates each unit of the printer if a print order is received as an interrupt signal. After the shuttle is pressurized to a left side damper, the shuttle is moved to a left side edge from the left side damper by reversing a polarity of a driving current. Herein, the control unit orders to start printing to the print head by using the left side edge signal to a print start timing. If the shuttle reaches to a right side edge, a light sensor generates the right side edge signal by sensing an edge slit of a slit plate and sends it to the control unit. If printing is completed, a print paper is discharged, and the action of each unit is stopped or returned to the initial state.

Description

Shuttle control method {SHUTTLE CONTROL METHOD}

The present invention relates to a control method of a moving member, and in particular, to prevent the impact force received by the moving member from the end by the contact after the contact is changed after the contact with the end, or to remove the damage caused by the impact force afterwards. It is about a method. The method of the present invention is, for example, suitable for shuttle type dot line printers. Here, the "shuttle-type dot line printer" generally reciprocates a shuttle equipped with a matrix-type printing head in a horizontal direction (this is called "shuttle"), and prints the line (row) on the printing paper through the printing head. After printing, the printer is moved to a predetermined paper feed pitch in the vertical direction to perform the next printing.

In order to ensure proper printing in the dot line printer, the shuttle is moved and controlled in synchronization with the feeding pitch of the printing paper.

For example, if the paper feed pitch is set to A = 25.4 mm / 6 (1/6 inch), the shuttle moves, for example, from left to right of the printable area and prints it through the print head. When the printing of the line (line) ends, the shuttle is reversely controlled while the printing paper is moved in the longitudinal direction to the above-described feeding pitch, and then the printing paper is moved from right to left to print the next row. . In this way, the shuttle moves and prints while the printing paper is stopped, and performs the operation of inverting while the printing paper is sent.

On the other hand, for example, when the feed pitch is set to 2A (1/3 inch) or when paper is skipped, it takes time to feed, so it retreats to the end (left or right end) outside the printable area and executes the next print command. waiting. In this case, the shuttle has a standby operation between the transverse movement and the inversion operation.

Conventionally, when performing the standby operation, the braking force is applied from the inversion coil to the shuttle after the end of printing, and is controlled so as to contact the end with an acceptable impact force. However, since the braking force is set without considering the use environment of the printer, the present inventors have found that sufficient braking force may not reach the shuttle due to a change in environmental conditions including a temperature change due to heat generation. As a result, the shuttle collided with the end with a strong impact force and the shuttle and the print head were sometimes destroyed. In addition, when the shuttle generates vibration or the inverted shuttle has a recoil speed due to a collision, the printing timing and printing location may be distorted, the printing may be distorted, or cause a malfunction in another mechanism connected to the shuttle. There was.

1 is a perspective view of an essential part of a dot line printer to which the control method of the present invention is applied;

FIG. 2 is a schematic diagram for explaining first and second shuttle mechanisms of the dot line printer shown in FIG. 1; FIG.

3 is a view for explaining the operation of the dot line printer shown in Figure 1, a plan view showing the trajectory of the shuttle of the dot line printer relative to the printing paper.

4 is a plan view of a slit plate applicable to the dot line printer shown in FIG.

FIG. 5 is a view for explaining an example of attaching the slit plate shown in FIG. 4. FIG.

6 is a block diagram of a control system of the dot line printer 100 shown in FIG.

7 is a flow chart for explaining the front end of the control method of the present invention.

8 is a timing chart for explaining another control method compared to the control method according to the first embodiment of the present invention.

9 is a timing chart for explaining a control method according to the first and second embodiments of the present invention.

10 is a flowchart for explaining a control method according to the first embodiment of the present invention.

11 is a flowchart for explaining a control method according to the second embodiment of the present invention.

12 is a timing chart for explaining the principle of the control method according to the third embodiment of the present invention;

13 is a flowchart for explaining a control method according to the third embodiment of the present invention.

FIG. 14 is a timing chart of four signals for detecting a time point when the speed of the shuttle becomes zero in the control method shown in FIG. 9; FIG.

FIG. 15 is a digital circuit diagram for generating the two signals shown in FIG. 10. FIG.

Fig. 16 is a block diagram for explaining an example of a control circuit used in the control method according to the fourth embodiment of the present invention.

17 is a block diagram of a timer of the control circuit shown in FIG.

FIG. 18 is a graph showing an example of the relationship between temperature and resistance of the temperature detector 82 shown in FIG. 16;

Fig. 19 is a flowchart for explaining a first aspect of the control method according to the fourth embodiment of the present invention.

20 is a flowchart for explaining a second aspect of the control method according to the fourth embodiment of the present invention.

FIG. 21 is a graph showing the relationship between the temperature and the current of the inversion coil 124 that can be used for the control circuit 70 shown in FIG.

Fig. 22 is a diagram showing a collision detection system 90 used in the control method according to the fifth embodiment of the present invention.

23 is a timing chart for explaining a first aspect of the control method according to the fifth embodiment of the present invention.

24 is a flowchart for explaining a first aspect of the control method according to the fifth embodiment of the present invention.

25 is a timing chart for explaining a second aspect of the control method according to the fifth embodiment of the present invention.

Fig. 26 is a flowchart for explaining a second aspect of the control method according to the fifth embodiment of the present invention.

27 is a circuit diagram used in the control method according to the sixth embodiment of the present invention.

<Explanation of symbols for main parts of drawing>

70; Control circuit

100; Dot line printer

102; Control

106A; Light sensor

106B; Light sensor

111; First control unit

112; Print head

114; shuttle

116; Linear motor

128; Damper

130; Damper

140; Slit board

151; Second control unit

154; Equalizer

156; Linear motor

158; Damper

160; Damper

162; Slit board

An object of the present invention is to provide a novel and useful control method for a moving member that solves the above problems.

More specifically, an object of the present invention is to provide a method of controlling the impact force received by colliding with an end portion to be equal to or less than a predetermined impact force.

It is another object of the present invention to provide a method for controlling the driving of the movable member so as to eliminate the harmful effects when the movable member collides with the end in addition to or in combination with the method.

In order to achieve the above object, the shuttle control method of the present invention comprises the steps of reciprocating a shuttle at a constant speed in the first region of a pair of dampers having a first and a second region therebetween; Applying a braking force to the shuttle, measuring a speed of the shuttle to which the braking force is applied, and adjusting a period of the braking force applying step according to the speed measured by the measuring step; Pressing a shuttle onto one of the dampers in the second region, and inverting the shuttle in the second region.

In general, the adjusting step may be replaced by adjusting the duration of the pressing step according to the speed measured by the speed measuring step.

In addition, the adjusting step may be replaced with a step of starting the pressing step after the measuring step has determined that the speed of the shuttle is zero.

In addition, the measuring step is replaced with a step of measuring the temperature of the vicinity of the shuttle to which the braking force is applied, the adjusting step is a step of adjusting the period of the braking force applying step according to the temperature measured by the measuring step It may be.

In addition, the measuring step may be replaced by measuring the current flowing through the brake device, and the adjusting step may be replaced by adjusting the brake applying step period according to the current measured by the measuring step.

In addition, the measuring step is replaced by the step of detecting that the shuttle collided with the impact force or more than a predetermined impact force to the damper, the adjusting step is to replace the step of adjusting the compression step period according to the detection result by the detection step It may be.

In addition, the measuring step is replaced with a step of detecting that the shuttle collided with the impact force more than a predetermined impact force to the damper, the adjusting step is to change the start time of the pressing step in accordance with the detection result by the detection step It may be substituted by a step.

In addition, the control method of the present invention includes the steps of reciprocating a shuttle at a constant speed in the first region of the first and second dampers having a first and a second region therebetween, and between the third and fourth regions therebetween. Reciprocating the balancer at a constant speed in the third region of the third and fourth dampers, applying a brake to the shuttle in the second region, and applying a braking force to the balancer in the fourth region. Pressing the shuttle on one side of the first and second dampers in the second region, pressing the balancer on one of the third and fourth dampers in the fourth region, and the shuttle And generating first information regarding collision of the first and second dampers, generating second information regarding collision of the balancer and third and fourth dampers, and generating the shuttle from the first and second dampers. 2 controlling based on the information; Controlling the mold based on the first and second information, inverting the shuttle in the second area, and inverting the balancer in the fourth area.

In addition, the control method of the moving member of the present invention comprises the steps of moving the moving member at a constant speed toward the end, applying a braking force to the moving member moving at the constant speed, measuring the braking force, the braking force Applying a driving force to the moving member to press the moving member to the end after stopping the application of the step; and controlling the braking force such that the moving member contacts the end with a predetermined impact force according to the measured braking force. It includes.

Instead, the measuring step and the controlling step include determining the collision between the movable member and the end, and controlling the application of the driving force to remove the vibration caused by the collision according to the collision determination of the determination step. It may be substituted.

In addition, the printer of the present invention includes a pair of dampers having a first and a second area therebetween, a shuttle movable between the pair of dampers, a print head mounted on the shuttle, and the shuttle being moved. A printer having a linear motor and a control unit for controlling the linear motor, the control unit reciprocating a shuttle at a constant speed in the first region, applying a braking force to the shuttle in the second region, and applying a braking force to the braking force. The linear motor is controlled so that the shuttle is pressed in one side of the damper in the second area so that the shuttle is inverted in the second area.

According to the shuttle control method of the present invention, the braking force or the compression period is adjusted according to the actual speed of the shuttle. The compression period is set to, for example, a preset period when the measured shuttle speed is within a predetermined range, and is set to a period in which the preset period is extended when larger or smaller than the predetermined range.

Instead, the pressing step is started after the speed of the shuttle is zero. The pressing step can be performed by repeatedly pressing the shuttle in accordance with the on and off of the pressing device driving, and setting the initial on period of the pressing device driving to be longer than the subsequent on period.

Instead of the actual speed of the shuttle, the current flowing through the temperature or braking device near the shuttle may be measured and the measurement result may be used. In addition, when the shuttle collides with the damper, the pressing step period can be extended or the start time of the pressing step can be extended.

In the control method of the present invention, the control can be executed by using information about the collision between the shuttle and the balancer.

This invention is not limited to the shuttle of a line printer, but can be applied to the control method of a moving member widely. Also in this case, the braking force is controlled so as to directly or indirectly measure the applied braking force and confirm the effect thereof so as to prevent collision of the moving member. Instead, the driving force for pressing is controlled to remove the damage caused by the collision afterwards.

The present invention can be embodied as a printer executed by a control unit in any of the above-described control methods.

Other objects and further features of the present invention will be apparent from the preferred embodiment described below with reference to the accompanying drawings.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the dot line printer 100 to which the control method of the present invention is applied will be described with reference to FIGS. 1 to 6. In addition, in each figure, the member which attached the same reference number represents the same member, and the thing which attached the alphabet to the same reference number represents a corresponding member, and overlapping description is abbreviate | omitted.

1 is a perspective view of principal parts of a dot line printer 100 as an example to which the control method of the present invention can be applied. FIG. 2: is a schematic diagram for demonstrating the 1st and 2nd shuttle mechanisms 100 and 150 of the dot line printer 100. As shown in FIG. 3 is a plan view for explaining the movement of the shuttle 114 of the dot line printer 100 drawn relative to the printing paper P. As shown in FIG. 4 is a plan view of the slit plate applicable to the dot line printer 100. FIG. 5 is a view for explaining an example of mounting the slit plate shown in FIG. 4. 6 is a block diagram of the control system of the dot line printer 100.

1, 5 and 6, the dot line printer 100 has a control unit 102, a paper feeding mechanism 104, a pair of optical sensors 106A and 106B, a first shuttle on the frame 101. The mechanism 110 and the second shuttle mechanism 150 are provided.

The control unit 102 is connected to each component of the dot line printer 100 and the host device 10 such as a host computer, and according to the control method of the present invention, the first shuttle mechanism 110 and / or the first 2 Shuttle mechanism 150 is controlled. The control unit 102 may be provided, for example, on the motherboard of the printer 100.

In a real system, the control method of the present invention may be represented by software or formware, and stored together with a printer driver or the like in an unshown memory connected to the control unit 102 and / or an unshown memory of the upper device 10. Can be. Alternatively, the control unit 102 may be omitted to control each component of the dot line printer 100 directly from the host apparatus 10.

The paper feeding mechanism 104 is a mechanism for sending the printing paper P shown in FIG. 3 in a vertical direction (perpendicular to the moving directions of the shuttle 114 and the balancer 154 described later). However, since a paper feeding mechanism known in the art can also be applied to the dot line printer 100 of the present invention, detailed description of the structure and function of the paper feeding mechanism 104 is omitted here.

Although the optical sensors 106A and 106B are not shown in Fig. 5, they are fixed to the dot line printer 100, and the slit plate 140 and the second shuttle mechanism 150 of the first shuttle mechanism 110 are respectively fixed. Information can be received from the slit plate 162 and the information can be transmitted to the control unit 102 as an electrical signal. Each optical sensor may employ any known structure such as a light emitting element and a light receiving element.

The first shuttle mechanism 110 has a shuttle 114 mounted with a printing head 112, and moves the shuttle 114 in the horizontal direction to print on the printing paper P shown in FIG. Let's do it. The second shuttle mechanism 150 is a mechanism as a balancer (countermas) that moves in a reverse direction with respect to the first shuttle mechanism 110.

The first shuttle mechanism 110 has a print head 112, a shuttle 114 on which the print head 112 is mounted, and a linear motor 116 for driving the shuttle 114. 2, the 1st shuttle mechanism 110 further has dampers 128 and 130 which are buffer members when it collides with the both sides of the shuttle 114. As shown in FIG. 4 to 6, the slit plate 140 is attached to the shuttle 114. In addition, as shown in FIG. 27, the first shuttle mechanism 110 has a first control unit 111, and the first control unit 111 communicates with the control unit 102 to display the first shuttle mechanism 110. Each part of may be controlled.

The first shuttle mechanism is connected to the control unit 102 via the linear motor 116, and the shuttle 114 is driven at a constant speed in the constant speed region CA shown in FIG. It moves (constant speed control), and also reverses the moving direction of the shuttle 114 in inversion areas RL and RR on both sides of a constant speed area (inversion control).

The printing head 112 is, for example, in the form of an electron release having a matrix shape, and a 24-pin assembly in which two printing elements that perform printing in units of one dot by printing pins are arranged horizontally in two rows and vertically symmetrically. For example, 12 sets are arranged. The tip of the printing pin is driven by the printing head 112, protrudes toward the printing paper P, and strikes an ink ribbon (not shown) to effect impact dot printing.

Instead, the print head 112 has an ink chamber not shown therein. Ink jetting from the ink chamber is performed using a piezoelectric element or the like, for example. The printing head 112 prints letters, symbols, and the like by forming dots (dots) on printing paper (not shown) in FIG. The printing head 112 (including printing system) may be controlled by the control unit 102 (and / or the first control unit 111 shown in FIG. 27) shown in FIG. 5. Alternatively, the printing head 112 may not be such a piezo (piezoelectric element) type, but may use a film ratio or the like (bubble jet) type. As the print head 112, any structure known in the art may be used, and a detailed description thereof will be omitted.

The shuttle 114 supports the print head 112, moves along the motor shaft 118 with the print head 112, and is driven by the linear motor 116. The control method of the present invention is to control the movement of the shuttle 114, which will be described in more detail later. As shown in FIGS. 2 and 3, the shuttle 114 may reciprocate between the left and right dampers 128 and 130. As described above, the moving direction (horizontal direction) of the shuttle 114 is orthogonal to the conveying direction (vertical direction) of the printing paper P.

On the lower surface of the yoke 115 made of a flat iron plate attached to the lower portion of the shuttle 114, a plurality of rectangular plate-shaped permanent magnets 120 having a thickness direction as a quantum pole is formed in the longitudinal direction of the motor shaft 108. It is arranged in parallel.

The linear motor 116 includes a motor shaft 118 passing through the shuttle 114, a plurality of permanent magnets 120 disposed below the shuttle 114, and permanent magnets 120 at both ends of the shuttle 114. It has a pair of constant speed coils 122 and 126 arrange | positioned underneath, and the inversion coil 124 arrange | positioned between the said constant speed coils 122 and 126.

As the permanent magnet 120, a rare earth magnet having strong magnetic properties such as samarium cobalt is used. Therefore, it is thinner and lighter than using a ferrite magnet or the like.

The constant speed coils 122 and 126 and the inverting coils 124 which are electromagnetic coils are disposed and fixed to the permanent magnet 120. Each of the coils 122, 124, and 126 is six times the width of the permanent magnet 120. The left end coil is the (left) constant speed coil 122, and the right end coil is the (right) constant speed coil 126. In addition, four coils of the middle are inverting coils 124, respectively. When each coil is energized, the linear motor 116 generates a thrust force by the law of the left hand of the framing to the coil. Since each coil is fixed, the reaction force of the propulsion force acts on the permanent magnet 120, and as a result, the shuttle 114 moves along the motor shaft 108. In addition, any structure known in the art may be used as the linear motor 116, and a detailed description thereof will be omitted.

The (left) constant speed coil 122 is excited in the forward direction when the shuttle 114 is moved in the left direction (ie, to the left damper 128 shown in FIGS. 2 and 3). The (right) constant speed coil 126 is excited in the reverse direction when the shuttle 114 is moved in the right direction (ie, to the right damper 130 shown in FIGS. 2 and 3). In the constant speed control of the shuttle 114 described later, the on / off of the excitation of the constant speed coils 122 and 126 is combined. The constant speed coils 122 and 126 are also used for compression control (standby control) described later.

The inversion coil 124 is excited when inverting the shuttle 114 in the inversion region. The control method of the present invention includes a method of controlling the movement of the shuttle 114 by controlling the current flowing in the linear motor 116, which will be described in more detail later.

The dampers 128 and 130 are made of rubber, for example. For example, the slit plate 140 is attached to the shuttle 114 as shown in FIG. 5, and has a plurality of timing slits ST and a pair of edge slits SL and SR. Each slit provided in the slit plate 140 is disposed between, for example, the light emitting element of the optical sensor 106A and the light receiving element, and can be detected by the optical sensor 106A.

The optical sensor 106A can detect the moving speed of the shuttle 114 by detecting the timing slit ST (light in), and detect the speed slit ST to be described later by detecting the timing slit ST. Can be generated. In addition, the optical sensor 106A may detect whether the shuttle 114 passes through the left edge LE and the right edge RE shown in FIG. 3 by detecting the edge slits SL and SR. By detecting the left and right edges, the optical sensor 106A can generate the left edge signal EL and the right edge signal ER. Some of the control methods of the present invention use the detection result of the optical sensor 180. This will be described in detail below. In addition, since it is known how the said optical sensor 106A actually detects each slit of the slit board 140, description is abbreviate | omitted.

As shown in FIGS. 1, 2, 5, and 6, the second shuttle mechanism 150 includes a weight 152, a balancer 154, and a linear motor 156. And a pair of dampers 158 and 160 and a slit plate 162. In addition, as shown in FIG. 27, the second shuttle mechanism 150 has a second control unit 151, and the second control unit 151 communicates with the control unit 102 so that the second shuttle mechanism 150 is provided. Each part of may be controlled.

The weighting portion 152 has a weight almost equal to that of the printing head 112 in order to cancel the vibration caused by the movement of the shuttle 114. The balancer 154 supports the weight 152 and moves in the opposite direction while being parallel to the shuttle 114. As shown in FIG. 2, the balancer 154 may reciprocate between the left and right dampers 158 and 160. As described above, the moving direction (horizontal direction) of the balancer 154 is orthogonal to the conveying direction (vertical direction) of the printing paper P. As shown in FIG.

Optionally, the total weight of the second shuttle mechanism 150 and the frame 101 may be the same as the first shuttle mechanism. In this case, the second shuttle mechanism 150 and the frame 101 may be collectively understood as the second shuttle mechanism 150A. In this case, by causing the center of gravity of the second shuttle mechanism 150A and the center of gravity of the first shuttle mechanism 110 to be on the same straight line or close to each other, the movement of the shuttle 114 and the balancer 154 may occur. It can prevent the rotation moment.

The linear motor 156 drives the balancer 154 and is connected to the control unit 102 together with the linear motor 116. In addition, the dot line printer 100 does not need to install the linear motor 156 as a separate member from the linear motor 116. For example, when the movement of the balancer 154 is relatively slow, the 1st shuttle mechanism 110 is carried out. You may substitute by link mechanisms, such as a wire connected to the. The dampers 158 and 160 have the same mechanism and function as the dampers 128 and 130 described above, and the slit plate 162 and the optical sensor 106B are the slit plate 140 and the optical sensor 106A. Descriptions are omitted because they have the same configuration and function.

Next, with reference to Figs. 3 and 7, the operation of the shuttle 114 inverted in synchronization with the feeding of the printing paper P by the paper feeding mechanism 104 will be described. 7 is a flowchart for explaining the front end of the control method of the present invention. In addition, as described with reference to FIG. 2, the shuttle 114 only reciprocates in the horizontal direction, but since the printing paper P is sent in the vertical direction, the shuttle 114 is viewed from the printing paper P. The trajectory as shown in FIG. 3 is drawn. In the following description, points A, D, and the like are distinguished in order to use the relative positions of the shuttles 114 as seen from the printing paper P, but points A, D, etc. are the same positions [for example, from the shuttle 114]. , Left edge LE].

In FIG. 3, the left inverted region RL is formed between the left damper 128 and the left edge LE, and the right inverted region RR is formed between the right damper 130 and the right edge RE. The constant speed area CA is defined between the left edge LE and the right edge RE. The shuttle 114 is moved in the right direction or the left direction at a constant speed between the constant speed regions CA, and is reversed in the left and right inversion regions RL and RR. Also, the printable area is included in the constant speed area CA.

First, when the control unit 102 receives the print command PP from the host apparatus 10 as an interrupt signal (step "1001"), each unit of the printer 100 is activated (step "1002"). After starting, the control unit 102 performs compression control and presses the shuttle 114 to either damper (step "1002"). In addition, for convenience of explanation, the control unit 102 is to press the shuttle 114 to the left damper (128). The control unit 102 presses the shuttle 114 to the left damper 128 by exciting the constant speed coil 122 (or the driver circuit for the constant speed coil 122 described later with reference to FIG. 19). However, the controller 102 controls the excitation of the constant speed coil 122 so that the driving force is applied to the shuttle 114 so that the shuttle 114 does not collide with the left damper 128 with a predetermined impact force. The control unit 102 sets an excitation time long enough to contact the left damper 128 no matter where the shuttle 114 is located. In addition, it is a matter of course that the printer 100 may independently have a device for detecting the contact between the shuttle 114 and the damper 128.

In the present application, the "collision" refers to the contact of the shuttle 114 (or the balancer 154) with a predetermined impact force or more, but the predetermined impact force is the structure and strength of the shuttle, the balancer and other shuttering mechanisms. The boundary between "collision" and "contact" may be a problem because it can be set freely. However, "collision" is distinguished from "contact" without such a risk in that damage, destruction of shuttles, balancers and other shuttle mechanisms, and / or normal printing operations may be caused. Since the initial speed of the shuttle 114 in the compression control of step "1002" is zero, the shuttle 114 normally contacts and does not collide with the left damper 128.

After the shuttle 114 is pressed by the left damper 128, the control unit 102 performs the inversion control and inverts the polarity of the driving current supplied to the inversion coil 124 of the linear motor 116 to make the shuttle ( 114 is moved from the left damper 128 to the left edge LE (point A). (Steps "1003", "1004"). The fact that the shuttle 114 is at the point A is detected by the optical sensor 106A detecting the edge slit SL of the slit plate 140. The optical sensor 106A transmits this detection result to the control unit 102 as a left edge signal EL. The control unit 102 continues the inversion control until the left edge signal EL is received (step “1004”).

The control unit 102 commands the start of the printing operation to the printing head 112 (including the printing system or the driver of the printing system) using the left edge signal EL at the printing start timing (factor control, step). "1005"). Further, by supplying a drive current to the constant speed coil 126 of the linear motor 116 (or the driver circuit for the constant speed coil 126 described later with reference to FIG. 19), the shuttle 114 at a constant speed ( CA) to move toward damper 130 (constant speed control, step " 1005 "). As a result, the printing head 112 can print desired contents in the unprintable printable area of the printing paper P. As shown in FIG. In the constant speed control of the step “1005”, there is no worry of preventing the collision between the shuttle 114 and the damper, and in order to prevent the lowering of the print throughput, the control unit 102 has the shuttle 114 in step “1002”. The excitation of the constant speed coil 126 is controlled to have a predetermined speed that is faster than the speed of the pressing control.

When the printing of the line ends and the shuttle 114 reaches the right edge "B", the optical sensor 106A generates the right edge signal ER by detecting the edge slit SR of the slit plate 140, This is transmitted to the control unit 102 (step "1006").

When printing is terminated in this line (steps "" 1007 "," 1008 "), the control unit 102 discharges the printing paper P and returns the operation of each part to the stopped or initial state. (Step "1008").

If printing to the next line is necessary and printing is continued (step "1007"), the following is obtained. First, the case where the paper feeding mechanism 104 sets the paper feed pitch of the printing paper P to a normal paper feed pitch (for example, A = 25.4 mm / 6 (1/6 inch)) will be described (step "1009). "," 1010 "). In addition, the feeding pitch information is included in the printing command PP, and the control unit 102 can recognize the feeding pitch with the reception of the printing command PP.

In this case, the control unit 102 performs normal feeding control and inversion control (step " 1010 "), and the shuttle 114 is inverted like point C at point B, and feeding is performed during that time. When the paper feeding ends, the shuttle 114 reaches the point C of the right edge RE by the inversion operation. Thereafter, the process returns to step "1005". Therefore, between the points CD, the shuttle 114 is controlled at constant speed in the same manner as between ABs (step "1005"). Note that although the same constant speed control is used, the direction of the drive current is reversed. More specifically, the control unit 102 supplies a driving current to the constant speed coil 122 between the points CD, thereby moving the shuttle 114 to the left direction. The printing information between the points CD may be received from the host device 10 while the control unit 102 is inverting the area RR in the area RR, and collectively received when the printing command PP is received. You may also do it.

The shuttle 114 is inverted and fed in the same way as the shuttle 114 reaches the left edge D, and the shuttle 114 is moved to the D point. Hereinafter, the same order is repeated continuously until the end of printing.

Next, the case where the paper feeding mechanism 104 sets the paper feed pitch of the printing paper P longer than the normal paper feed pitch (for example, 2A (1/3 inch)) will be described. In this case, since the feeding takes time, the shuttle 114 is retracted to the inversion area and waits for the next printing command. The control method of the present invention is effective in this case and will be described in detail below. In addition, the control method of the present invention can be applied to a case of printing by feeding or skipping.

First, the control method according to the first embodiment of the present invention will be described with reference to FIGS. 3 and 8 to 10. 8 is a timing chart illustrating another control method compared to the control method according to the first embodiment of the present invention. 9 is a timing chart for explaining a control method according to the first embodiment of the present invention and the second embodiment described later. 10 is a flowchart of a control method according to the first embodiment of the present invention. In addition, in the Example demonstrated below, description and illustration of printing control and paper feeding control are abbreviate | omitted.

In Fig. 9, "CC1" represents constant speed control, "RC" represents inversion control, and "CC2" represents compression control. The control method according to the first embodiment of the present invention shown in FIG. 10 is continued below "no" in step "1009" of FIG.

First, when the shuttle 114 reaches point B of the right edge RE (step “1006”), the controller 102 ends the constant speed control CC1 to start the inversion control RC (step "1101"). As a result, a braking force is applied to the shuttle 114 than the inversion coil 124.

When the speed of the shuttle 114 becomes almost zero (that is, when the shuttle 114 reaches B1), the control unit 102 terminates the inversion control RC to start the compression control CC2. Ideally. As a result, the control unit 102 turns off the excitation of the inversion coil 124, turns on the excitation of the constant speed coil 126, and slowly moves the shuttle 114 to the vicinity of the right damper 130 (point B2). Move it. In addition, the position of the point "B1" changes as mentioned later.

The control method of the first embodiment of the present invention is characterized in that the timing of switching from the inversion control RC to the compression control CC2, that is, the excitation of the inversion coil 124 is turned off and the excitation of the constant speed coil 126 is turned on. The timing to determine is determined by measuring the actual speed of the shuttle 114 (steps "1002" to "1005" to be described later).

It is also conceivable here to detect the point where the speed of the shuttle 114 becomes zero by measuring the excitation time of the inversion coil 124. However, a constant drive current is applied to the inverting coil 124 due to a change in inductance of the inverting coil 124 due to a change in environmental conditions, a change in the magnetic force of the permanent magnet 120, a change in the gap of the linear motor 116, and the like. The braking force applied from the inversion coil 124 to the shuttle 114 may change. That is, there is a possibility that the speed of the shuttle 114 is not actually zero after a predetermined exciting time of the inversion coil 124. Here, when the speed of the shuttle 114 is positive in the right direction, the following problem occurs.

That is, the case where the inversion coil 124 applies only the braking force period "TR" to the shuttle 114 having the speed "a" at the right edge "B" will be considered with reference to FIGS. 3 and 8. Here, the time when the shuttle 114 is at the right edge "B" is made zero. In this case, the control unit 102 predicts that the shuttle 114 becomes velocity 0, in other words, the velocity displacement becomes “h” at the time “TR” corresponding to the point “B1”, but the above-described environment Due to the change in the condition, the shuttle 114 may indicate the speed displacement "k" having the speed component "a1" after the actual time "TR". In this case, the excitation "e-1" is made to the constant speed coil 126, and as a result, when the shuttle 114 is driven to the right direction by the constant speed coil 126, it is indicated by "m" in FIG. Similarly, the speeds of the shuttles 114 overlap.

As a result, the shuttle 114 will collide with the damper 130 with a large impact force (velocity v1) which may originally come into contact with the damper 130 with an acceptable weak impact force (velocity v0), and thus the shuttle 114 ) Is greatly recoiled into the damper 130 to reach B10 point from B2 point in FIG. At the same time, the print head 112 and shuttle 114 are broken by this impact force. In addition, since the first shuttle mechanism 110 and the second shuttle mechanism 150 are mounted on the same frame 101, the first shuttle mechanism 110 and the second shuttle mechanism 150 are subjected to collision. The whole shuttle mechanism including it vibrates. In addition to these vibrations, the inverted shuttle has a recoil speed, which may cause subsequent printing timing and printing location to be distorted, distorted printing, or malfunction of another mechanism connected to the shuttle 114.

The control method of the first embodiment of the present invention does not control the speed of the shuttle 114 by the exciting time of the pre-fixed inverting coil 124, but measures the actual speed of the shuttle 114, and this measurement result Is fed back to the control unit 102 to control the excitation time of the inversion coil 124, and as a result, the speed of the shuttle 114 is controlled. Hereinafter, the control method of the first embodiment of the present invention will be described with reference to FIGS. 3, 9, and 10.

First, the time when the shuttle 114 is in point B of the right edge RE is made into zero. At this time, the shuttle 114 has a constant speed "a" in the right direction. Therefore, at time 0, the constant speed control CC1 ends and the inversion control RC starts (step "1101"). In FIG. 9, the constant speed control CC1 indicates an excitation signal given to the constant speed coil 126.

In the inversion control, the controller 102 excites the inversion coil 124 by the inversion control signal RC-1 to apply the brake to the shuttle 114. The control unit 102 selects, as an initial braking force, a value set in advance by simulation or the like so that the shuttle 114 having the constant speed "a" becomes zero in the period "TR" at room temperature. 9, the inversion control RC shows the excitation signal given to the inversion coil 124. In FIG. At this point in time, the control unit 102 predicts that the shuttle 114 finds the speed displacement " h ", and the control unit 102 sets the length of the excitation signal RC-1 to TR.

Next, the optical sensor 106A detects the speed of the shuttle 114 to which the braking force is applied by detecting the timing slit ST shown in FIG. 4 (step " 1102 "). The said optical sensor 106A has shown the detection result in FIG. 9 as a speed signal SP.

The speed signal SP-2 indicates the speed of the shuttle 114 seeking the speed displacement “h” predicted by the control unit 102. In the speed signal SP-2, the time difference of " t1-t0 " is within a predetermined range, and the speed is decelerated normally. In addition, the "predetermined range" is predetermined. By the speed signal SP-2 from the optical sensor 10A, the control unit 102 recognizes that the shuttle 114 is looking for the speed displacement “h” and that the braking force is operating normally (step “1103”). Thus, the control unit 102 does not change the excitation time "TR" (step "1105"), stops the excitation of the inversion coil 124 after the time "TR", and starts the excitation of the constant speed coil 126 ( Step "1106").

The compression control CC2 shown in FIG. 9 represents an excitation signal given to the constant speed coil 126. As described above, the excitation signal given to the constant speed coil 126 by the compression control CC2 is weaker than the excitation signal given to the constant speed coil 126 by the constant speed control CC1. The excitation time " TR " held in the step " 1005 " is indicated by the solid line CC2-1. In FIG. 9, the start of the first pressing control signal CC2-1 appears to be after time "TR", but may be started at time "TR".

On the other hand, the speed signal SP-1 does not apply the braking force predicted by the control unit 102 to the shuttle 114, and indicates the speed of the shuttle 114 seeking the speed displacement "k1". In the speed signal SP-1, it can be understood that the time difference of "t1'-t0 '" is smaller than the predetermined range, and the shuttle 114 does not decelerate too much. Accordingly, the control unit 102 recognizes that the shuttle 114 is searching for the speed displacement " k1 " and that the braking force is not normally operating (step " 1103 "). Thus, the control unit 102 determines that the braking force should be changed by changing the excitation time of the inversion coil 124 (step “1104”). More specifically, the control unit 102 extends the excitation time of the inversion coil 124 in step 1104 by "ΔT" in "TR". As a result, the control part 102 stops this excitation after time "TR + DELTA T" and starts compression control (step "1106").

The control unit 102 preferably calculates the value of "ΔT`" corresponding to "tl`-t0`". In addition, the point (point B1) at which the speed of the shuttle 114 becomes almost zero when the signal SP-1 is detected is made by the damper 130 than that when the signal SP-2 is detected. I can understand that.

Similarly, the speed signal SP-3 is applied to the shuttle 114 with a braking force equal to or greater than the braking force predicted by the control unit 102, and indicates the speed of the shuttle 114 looking for the speed displacement "k2". In the speed signal SP-3, it can be understood that the time difference of "tl" -t0 "" is larger than the predetermined range, and the shuttle 114 is decelerating too much. Accordingly, the controller 102 recognizes that the shuttle 114 is looking for the speed displacement " k2 " and that the braking force is not normally operating (step " 1103 "). Thus, the control unit 102 determines that the braking force should be changed by changing the excitation time of the inversion coil 124 (step 1104). More specifically, the control unit 102 extends the excitation time of the inverting coil 124 by " TR " to " ΔT " As a result, the control unit 102 stops the excitation after time "TR- DELTA T" "and starts the compression control (step" 1106 ").

It is preferable that the said control part 102 calculates the value of "(DELTA) T" "corresponding to" tl "-t0". In addition, the point (point B1) at which the speed of the shuttle 114 becomes almost zero when the speed signal SP-3 is detected is higher than that when the speed signal SP-2 is detected. You will understand what is done by

According to the control method of the first embodiment of the present invention, it can be understood that the speed of the shuttle 114 becomes almost zero when the constant speed coil 126 is excited regardless of which speed signal is detected. Accordingly, the shuttle 114 comes into contact with the damper 130 at a relatively weak impact force at a predetermined speed " v0 ", as shown in FIG. Therefore, the control method of this embodiment prevents the collision between the shuttle 114 and the damper 130 in advance, and prevents the timing of subsequent printing from being distorted.

When the inversion control RC ends, the control unit 102 starts the compression control CC2 (step “1106”). Broken line "CC2-1" has shown the excitation of the inversion coil 124 applied after time "TR + (DELTA) T`" or after time "TR- (DELTA) T" ".

By the first pressing control signal CC2-1, the shuttle 114 reaches the point B2. At the same time, the control unit 102 turns off all excitation of the linear motor 116 including the excitation of the constant speed coil 126. As a result, the force applied to the shuttle 114 disappears and moves to the point B3 by the reaction with the damper 130.

After a while, the control unit 102 again excites the constant speed coil 126 with the signal CC2-2. As a result, the shuttle 114 presses the right damper 130 again (point B4). In this way, in the pressing control CC2, the control unit 102 presses the shuttle 114 to the damper 130 until the feeding ends by repeating the on / off of the excitation of the constant speed coil 126 at regular intervals. In this way, the on / off of the excitation is for preventing the heat generation of the coil and reducing the power. For this reason, the term "compression" used in the present application is not limited to the case where the shuttle 114 is on the damper 130, for example, B2 point, B4 point, B6 point, and the like. The concept includes the case where the B3 point and the B5 point are located slightly away from the damper 130. When the start time of the signal CC2-1 changes, the start time of the subsequent signals CC2-2 and CC2-3 also changes. In addition, of course, the frequency | count of a press control signal is not limited to three times shown in FIG. 3 and FIG.

When the paper feeding ends, the control unit 102 performs inversion control (step 1107), and again excites the inversion coil 124 by the signal RC-2, thereby advancing the shuttle 114 to point E. Let's do it. From point E to point F, the same constant speed control as in the above-described point CD is performed (step "1005").

Next, a control method according to the second embodiment of the present invention will be described with reference to FIGS. 3, 10 and 11. 11 is a flowchart of the control method according to the second embodiment of the present invention. The control method according to the present embodiment shown in FIG. 11 continues after "No" in step "1009" of FIG. The control method of this embodiment measures the actual speed of the shuttle 114, and controls the movement of the shuttle 114 based on the measurement result is the same as the control method of the first embodiment. However, the control method of the present embodiment differs from the control method of the first embodiment in that the exciting time of the constant speed coil 126 is changed while the exciting time of the inverting coil 124 is kept constant.

First, the control unit 102 initiates inversion control (step " 1201 ") and excites the inversion coil 124 with an excitation signal RC-3 having an excitation time " TR ". In the present embodiment, the control unit 102 does not change the exciting time to the inversion coil 124. Also, the optical sensor 106A measures the speed of the shuttle 114 in the same manner as step " 1102 " and transmits it to the control unit 102 as a speed signal SP (step " 1201 ").

In the case of the speed signal SP-1, the control unit 102 determines that the normal braking force is not applied (step " 1203 "), and the preset first compression control signal CC2-11 of the compression control CC2 is applied. Extend the excitation time of the child by time "TL" (step "1204"). In this case, the shuttle 114 collides with the damper 130, but the recoil is forcibly pressed against the damper 130. This prevents the shuttle 114 from recoil to B10. The time "TL" is a time sufficient to absorb the vibration of the frame 101 by the collision with the damper 130, and it is preferable that the control part 102 calculates this corresponding to "t1'-t0 '."

The control unit 102 uses the second and subsequent compression control signals CC2-12 and CC2-13 without changing them. This is because the speed of the shuttle 114 is almost zero upon application of these signals. This also applies to the following cases. In addition, similarly to the control method of the first embodiment, thereafter, the method returns to step "1005" and is common in the following cases.

In the case of the speed signal SP-2, the control unit 102 determines that the normal braking force is applied (step " 1203 "), and remains unchanged without changing the excitation time of the preset compression control signal CC2-11. (Step 1205).

Even in the case of the speed signal SP-3, the control unit 102 determines that the normal braking force is not applied (step " 1203 "), and the preset first compression control signal CC2-11 of the compression control CC2 is applied. Extend the excitation time of the time by "TL" (step "1204"). In this case, the speed of the shuttle 114 is negative in the direction of the damper 130 when the application of the braking force by the inversion coil 124 is finished. Therefore, if the first exciting signal CC2-11 set in advance is used as it is, there is a possibility that the shuttle 114 will not be sufficiently pressed by the damper 130. If the shuttle 114 does not press the damper 130 sufficiently, the speed increases rapidly by the start after the feeding end, and the speed may increase too much at the right edge E shown in FIG. 3. To avoid this problem, the first excitation signal CC2-11 is extended by the time "TL" in the same manner as that of the speed signal SP-1. The time "TL" in this case is of course not set to the same value as that of the speed signal SP-1, and the control unit 102 calculates the value corresponding to "tl" -t0 ". It is desirable to.

According to the control method of the second embodiment of the present invention, the shuttle 114 largely recoils with vibration from the damper 130 (point B10 in FIG. 3) to prevent the subsequent printing timing from being misaligned. In the case of the speed signals SP-2 and SP-3, the shuttle 114 does not collide with the damper 130, but in the case of the speed signal SP-1, the shuttle 114 collides with the damper 130. do. In this regard, the control method of the present embodiment is not intended to prevent the collision between them in advance, and finally, by appropriately pressing the damper 130 of the shuttle 114 with or without the collision, the shuttle ( It is ensured that 114) operates normally at the subsequent printing timing. In addition, the control method of the present embodiment also prevents vibration of each part of the shuttle mechanism by preventing vibration. In addition, although the control method of the present invention may add the time "TL" uniformly to the first pressing control signal CC2-11 regardless of the presence or absence of a collision, in the present embodiment, in the case of the speed signal SP-2 In addition, the time "TL" is not added to the initial pressure control signal to prevent the drop in the printing throughput.

Next, a control method of the third embodiment of the present invention will be described with reference to Figs. The control method of this embodiment measures the actual speed of the shuttle 114 and controls the movement of the shuttle 114 based on the measurement result is the same as the control method of the first embodiment. However, the control method of the present embodiment differs from the first embodiment in that it detects a time point when the speed of the shuttle 114 actually becomes zero, and starts compression control at this time point.

12 is a timing chart for explaining the principle of the control method of the present embodiment. 13 is a flowchart of a control method according to a third embodiment of the present invention. The control method according to the present embodiment shown in FIG. 13 continues after "No" in step "1009" in FIG. FIG. 14 is a timing chart of four signals for detecting a point in time when the speed of the shuttle 114 becomes zero in the control method of the present embodiment. FIG. 15 is a digital circuit diagram for generating the two signals shown in FIG. 14.

First, the control unit 102 starts the inversion control (step 1301), and excites the inversion coil 124 by an excitation signal having an excitation time "TR". In the present embodiment, the control unit 102 does not change the exciting time to the inversion coil 124. Further, the optical sensor 106A measures the speed of the shuttle 114 as in step " 1102 " and transmits it to the control unit 102 as a speed signal SP (step " 1302 ").

The control unit 102 ends the inversion control RC after the speed of the shuttle 114 becomes zero (time "TR0") (time "TR1"), and thereafter (time "TR2"). The compression control CC2 is started (steps 1303 and 1304).

Hereinafter, with reference to FIG. 14 and FIG. 15, the method of detecting time "TR0"-time "TR2" is demonstrated. As a premise, an unillustrated timing slit ST ′ whose phase is delayed by? / 2 (rad) with respect to the timing slit ST of the slit plate 140 is mounted on the slit plate 140 or on the shuttle 114. Install on a separate slit board. In addition, an optical sensor 106C (not shown) capable of detecting such timing slit ST` is fixed with respect to the timing slit ST`.

Referring to FIG. 14, the signal SP is a speed signal generated by the optical sensor 106A by detecting the timing slit ST. The signal SP` is a speed signal generated by the optical sensor 106C by detecting the timing slit ST`. The signals DR and DL are direction signals generated by the shuttle movement direction determination signal generation circuit 50 shown in FIG. The direction signal DR is a right direction signal showing that the shuttle 114 is directed in the right direction (in the direction approaching the damper 130). The direction signal DL is a left direction signal which shows that the shuttle 114 is directed in the left direction (in the direction away from the damper 130). U0 point has shown the position which the movement direction of the shuttle 114 reversed.

15 shows an example of the shuttle movement direction determination signal generation circuit 50. The signal generation circuit 50 includes an SP signal edge detection circuit 52, two AND circuits 54 and 58, an inverter circuit 12, and two JK flip flops 60 and 61. . &Quot; 62 " is a clock pulse and the period is sufficiently short compared to the SP and SP 'signals. &Quot; 64 &quot; is a reset signal of the flip flops 60 and 61, and normally becomes &quot; 0 &quot; immediately after power-on to initialize the flip flops 60 and 61.

The AND circuit 58 takes a logical sum of the inversion of the output of the SP signal edge detection circuit 52 and the SP 'signal by the inverter circuit 12, but when the SP' signal is zero due to the rise of the SP signal, the AND circuit ( The output of 58 is 1, which is input to the J terminal of the JK flip flop 61. On the other hand, in this case, since the K terminal is 0, the flip-flop 61 is set so that the right direction signal DR is output as 1.

After that, when the SP ′ signal becomes 1, the output of the AND circuit 58 becomes 0, which is input to the J terminal of the flip flop 61. On the other hand, in this case, since the K terminal is 1, the flip flop 61 is reset so that the right direction signal DR is output (off) as 0.

The AND circuit 54 takes a logical sum of the output of the SP signal edge detection circuit 52 and the SP ′ signal, but the output of the AND circuit 54 is 1 when the SP ′ signal is 1 due to the rise of the SP signal, This is input to the J terminal of the JK flip flop 60. On the other hand, in this case, since the K terminal is 0, the flip-flop 60 is set so that the left direction signal DL is output as one.

After that, when the SP` signal becomes 0, the output of the AND circuit 54 becomes 0, which is input to the J terminal of the flip flop 60. On the other hand, in this case, since the K terminal becomes 1 by the inverter circuit (NOT circuit) 12, the flip flop 60 is reset so that the left-direction signal DL is output (off) as 0.

The control unit 102 finds the point U0 from the four signals shown in FIG. 10 and recognizes the time "TR0" corresponding thereto. That is, almost the midpoint of the SP` signal corresponding to the section in which the right direction signal DR is turned off and the left direction signal DL is displayed corresponds to the point U0. However, since the control unit 102 detects the left direction signal DL and recognizes the U0 point for the first time, the inversion control RC ends at the time " TR1 " at which the left direction signal DL appears. Immediately (at time "TR2") is pressed to start control CC2.

According to the control method of the third embodiment of the present invention, the control unit 102 excites the constant speed coil 126 after confirming that the speed of the shuttle 114 is actually zero. Accordingly, the shuttle 114 contacts the damper 130 with a relatively weak impact force at a predetermined speed "v0" as shown in FIG. Therefore, the control method of this embodiment prevents the collision between the shuttle 114 and the damper 130 in advance, and prevents the timing of subsequent printing from being distorted. In addition, since the speed of the shuttle 114 becomes negative once to the right direction by the minute time (that is, TR2-TR0), the exciting time of the first pressing control signal CC2-21 of the constant speed coil 126 is the second time. In the same manner as in the case of the speed signal SP-3 of the embodiment, the minute time is set longer. The said control part 102 uses the preset thing as it is regarding the length of the excitation signal of the other compression control signals CC2-22 and CC2-23.

Next, a control method according to a fourth embodiment of the present invention will be described with reference to FIGS. 16 to 21. A feature of the control method of this embodiment is to correct the braking force that is changed by the temperature change of the shuttle 114. In this embodiment, the temperature in the vicinity of the inverting coil 124 is measured, and the braking force is corrected by the measured temperature, and the current of the inverting coil 124 actually flowing is detected to directly or indirectly detect the result. Both methods can be employed to correct the braking force.

Here, FIG. 16 is a block diagram for explaining an example of the control circuit 70 used in the control method according to the fourth embodiment of the present invention. FIG. 17 is a block diagram showing a circuit example of the timer shown in FIG. FIG. 18 is a graph showing the relationship between temperature and resistance of the temperature detector 82 used when the control circuit shown in FIG. 16 measures the temperature near the inversion coil 124 to correct the braking force of the inversion coil 124. to be. 19 is a flowchart for explaining the first aspect of the fourth embodiment of the present invention. The control method according to the present embodiment shown in FIG. 19 continues after "No" in step "1009" of FIG. 20 is a flowchart for explaining a second aspect of the fourth embodiment of the present invention. The control method according to the present embodiment shown in Figs. 19 and 20 continues after "no" in step "1009" of Fig. 7, respectively. FIG. 21 is a graph showing the relationship between the temperature and the current of the inversion coil 124 used when the control circuit 70 shown in FIG. 16 corrects the braking force from the current flowing through the inversion coil 124.

The control method described in contrast to the control method according to the first embodiment of the present invention detected that the speed of the shuttle 114 is zero by measuring the excitation time of the inversion coil 124. However, there is a possibility that the braking force of the inversion coil 124 is changed by the change of environmental conditions. For example, when the temperature rises, the resistance of the inversion coil 124 rises, and the current to a predetermined voltage falls, and as a result, the braking force falls. As such, the resistance change of the inversion coil 124 is mainly caused by the temperature change of the inversion coil 124. The temperature rise of the inversion coil 124 is mainly dependent on the temperature rise of the surroundings by the printing head 112 which performs self-heating and printing operation of the inversion coil 124 itself according to the movement of the shuttle 114.

As shown in FIG. 16, the control circuit 70 used in the control method of this embodiment includes a microprocessor unit (MPU) 72, an MPU bus 73, a timer 74, and an input / output register ( 76, a reception interrupt circuit (holding circuit: 78), an A / D converter 80, a temperature detector 82, an amplifier 84, a transistor 90, a current detection resistor 88, An inversion signal 90. Since components "72" to "80" in such a configuration can be used alone or in combination with the above-described first to third embodiments, these components will be described as constituting a major part of the control unit 112 in the following. .

The MPU 72 controls each component of the control circuit 70 through the MPU bus 73, thereby controlling the shuttle 114. The MPU 72 also notifies the I / O register 76 of the information of the braking force to be corrected especially when the braking force is changed. The MPU 72 may generate the information of the braking force to be corrected from the temperature information near the inversion coil 124 or may also generate the current flowing through the inversion coil 124. For example, the MPU 72 is pre-input of data of a change in braking force (to a change in resistance and a change in resistance) to a temperature change of the inversion coil 124. Alternatively, data indicating a change in braking force with respect to a change in current is input to the MPU 72 in advance.

The timer 74 is used to set the excitation times of the inverting coil 124 and the constant speed coils 122 and 126. As shown in Fig. 17, for example, it has four counters "75a" to "75d" and four buffers "77a" to "77d", and has a timer clear signal (CL), a basic clock signal (BC), and a mode. The signal MD0 and the select signal SE can be received.

The timer 74 can be accessed from the MPU 72, and an initial value is set from each P input of the counters "75a" to "75d" by the timer clear signal CL (preset). After that, at the time when the mode signal MD becomes "H", the counters "75a" to "75d" count the basic clock number by the slit signal period. When the MPU 72 takes the rising or falling of the slit signal period, the MPU 72 turns off the mode signal MD, whereby the MPU 72 selects the buffer value selected by the select signal SE. 77a "through" 77d ". Similarly, it is possible to set while checking the excitation time of the inversion coil 124 and the output of the counters "75a" to "75d".

The I / O register 76 is a memory for temporarily changing the various information transmitted to the MPU 72 and the various information transmitted from the MPU 72. For example, the I / O register 76 may receive a right edge signal ER and a left edge signal EL from the optical sensor 106A and transmit a control signal to the linear motor 116. have. The reception interrupt circuit 4 receives a command other than the print command PP from the host device 10 and transmits it to the I / O register 76 in an interruptible manner.

The first aspect of the present control method is to detect the temperature near the inversion coil 124 and correct the change in the braking force of the inversion coil 124 based on the temperature change. Here, the "temperature near inversion coil 124" is the concept including the inversion coil 124 itself and the temperature of the surroundings. In this case, it is optional for the control circuit 70 of FIG. 16 to connect the temperature detector 82 to the amplifier 84 so that the transistor 86 or the like is provided.

The temperature detector 82 may use, for example, a thermistor known in the art. The temperature detector 82 may be connected to the shuttle 114 to be installed in the vicinity of the inversion coil 124 or may be fixed to the shuttle 114 instead. The thermistor changes smaller as the temperature of the internal semiconductor becomes higher as shown in FIG. 18, and transmits the temperature information to the amplifier 80. Since the characteristic shown in Fig. 18 is not linear, it is partially amplified or the MPU 72 is linearly corrected in a table or the like not shown.

Thus, the control part in the case where the main part of the control part 102 is comprised as the control circuit 70, and the printer 100 is equipped with the temperature detector 82 and the amplifier 84, FIG. 7, FIG. This will be described with reference to FIG. 19.

First, the MPU 72, which is the processing unit of the control unit 102, receives the print command PP from the host device 10 through the reception interrupt circuit 78 and the I / O register 76 (step "1001). "). Incidentally, in the following description, the print command PP sets the paper feed pitch to 2A (1/3 inch), and the description of the routines of steps "1009" and "1010" is omitted. In addition, description of steps "1007" and "1008" is also omitted.

In response to the print command PP, the MPU 72 is configured to excite the constant speed coil 122 or 126 for a certain time to move the shuttle 114 to the damper 128 or 130 on the left or right side. 76) (step " 1002 "). Here, "constant time" is a time sufficient to necessarily reach the damper 122 or 126 irrespective of the position of the shuttle 114. In response to this command, the I / O register 76 turns on the excitation signal L for the constant speed coil 122 or the excitation signal R for the constant speed coil 122. Hereinafter, the shuttle 114 is pressed against the damper 128 for convenience of explanation.

After this fixed time, the I / O register 76 is instructed to excite the constant speed coil 122 to excite the inverting coil 124 (step “1003”). In response to this command, the I / O register 76 turns off the signal L to turn on the inversion control signal RV that excites the inversion coil 124 only for a predetermined time.

Next, when the left edge signal EL is transmitted to the MPU 72 through the I / O register 76 (step “1004”) at the optical sensor 106A, the MPU 72 is inverted coil 124. Off the excitation, and turns on the excitation of the constant speed coil 126 while instructing the I / O register 76 to start printing (step " 1005 "). In response to this command, the I / O register 76 turns off the signal RV to turn on the signal R, and turn on the print signal p` for the print unit 122. As a result, the shuttle 114 is controlled at constant speed so that printing is performed.

When the right edge signal ER is transmitted from the optical sensor 106A to the MPU 72 via the I / O register 76 (step “1006”), the MPU 72 excites the constant speed coil 126. Off, and instruct the I / O register 76 to turn on the excitation of the inversion coil 124 (step " 1401 "). In response to this command, the I / O register 76 turns off the signal R and turns on the signal RV. Accordingly, the braking force is applied to the shuttle 114 by the inversion coil 124.

The initial value of the excitation time of the inversion coil 124 which determines this braking force is set to "TR" mentioned above. The MPU 72 receives the detection result from the temperature detector 82 through the amplifier 84, the A / D converter 80, and the I / O register 76, and determines whether to correct it (step "1403). "). That is, if the temperature change from normal temperature is within the allowable range, the MPU 72 determines that the current braking force is normal and determines the maintenance of the excitation time "TR" (step "1405"). On the other hand, if the temperature change from normal temperature exceeds the allowable range, the MPU 72 determines that the current braking force is normal and determines the change of the excitation time "TR" (step "1404"). Here, the initial excitation time "TR" corresponds to the braking force set below the temperature "t10" (room temperature), and the temperature detector 82 outputs the temperature "t10" when its middle resistance is N.

As shown in Fig. 18, the temperature detector 82 detects the temperature " t12 " when it becomes smaller by ΔR than the internal resistance N, and detects the temperature " t11 " by ΔR. Now, if the MPU 72 has received temperature information indicating "t12" from the temperature detector 82, the MPU 72 recognizes the change in braking force with respect to such a temperature change, and the initial value TR, the temperature " The excitation time of the current braking force is changed to, for example, "TR + α" or the like so as to correspond to the braking force set under t10 "(room temperature). The same applies to the case where the temperature detector 82 detects the temperature "t11". As a result, an appropriate braking force is applied to the shuttle 114 to prevent a collision with the damper 130.

A second aspect of the present control method is to feed back the current flowing in the inverting coil 124 to the MPU 72 and to correct the braking force of the inverting coil 124 based on the current (or temperature) change. In this case, the control circuit 70 of FIG. 16 connects the transistor 86 and the current detection resistor 88 to the amplifier 84, and the provision of the temperature detector 82 is optional.

The transistor 86 has its collector terminal connected to an inverting coil 124, its emitter terminal connected to a current detection resistor 88, and a signal RV from the I / O resistor 76 at its base terminal. Is supplied. The transistor 86 drives the inversion coil 124 when the signal RV is supplied, and the current detection resistor 88 measures the current flowing through the inversion coil 124.

By the way, the control method of this invention in this case is demonstrated with reference to FIG. 20 and FIG. Since the basic operation is the same as in the first aspect of the present control method described above, only the method of correcting the braking force different from this will be described.

In the inversion control of step "1501", the initial value of the exciting time of the inversion coil 124 is similarly set to "TR". The MPU 72 instructs the I / O register 76 to excite the inverting coil 124 upon application of braking force, and in response, the I / O register 76 outputs a signal RV to the inverting coil 124. ) (Step "1501"). In response to this, the transistor 86 drives the inverting coil 124, but at the same time feeds back the current flowing in the inverting coil 124 to the amplifier 84 (step " 1502 ").

The MPU 72 receives the detection result of the current value of the inverting coil 124 from the I / O register 76 through the amplifier 82 and the A / D converter 84, and determines whether to correct this (step) "1503"). As described above, the MPU 72 may have a conversion table for directly converting a current value into a braking force, and may have a conversion table for converting the temperature of the inversion coil 124 into a temperature table and a corresponding table of temperature change and braking force. good. That is, the MPU 72 may be a material for directly determining the current value or may request a temperature change of the inversion coil 124 from the current value. In any case, if the difference between the measured current value (or the temperature calculated therefrom) and the predetermined value is within the allowable range, the MPU 72 determines that the current braking force is normal and determines the maintenance of the excitation time "TR" (step " 1505 "). On the other hand, if the temperature change from normal temperature exceeds the allowable range, the MPU 72 determines that the current braking force is not normal and determines the change of the excitation time "TR" (step "1504").

When converting the current value to a temperature, the MPU 72 can use the current temperature relationship of the inverting coil 124 as shown in FIG. 21, for example, and can modify the braking force as described above using the detected temperature. have. The initial value TR corresponds to the braking force set below the temperature " t10 " (room temperature), and the current detection resistor 88 outputs the temperature " t10 " when its middle resistance is N '. As shown in Fig. 21, the temperature detector 82 detects the temperature " t22 " if only ΔI is smaller than the internal resistance N ', and detects the temperature " t21 " Now, if the MPU 72 receives the current information of N-Δ1 from the current detector 88, the MPU 72 recognizes that the temperature in the vicinity of the inversion coil 124 is "t22" and then continues. Recognize changes in braking force for these temperature changes. The MPU 72 then changes the exciting time of the current braking force to, for example, "TR + β" or the like so as to correspond to the braking force set below the initial value TR and the temperature "t10" (room temperature). The same applies to the case where the current detector 88 reports the current value "N + ΔI". As a result, an appropriate braking force is applied to the shuttle 114 to prevent collision with the damper 130.

According to the control method of the fourth embodiment of the present invention, the braking force is appropriately corrected by measuring the temperature or the current near the inversion coil 124. Accordingly, the shuttle 114 comes into contact with the damper 130 with a relatively weak impact force at a predetermined speed "v0". Therefore, the control method of this embodiment prevents the collision between the shuttle 114 and the damper 130 in advance, and prevents the subsequent printing timing from being distorted.

Hereinafter, a control method of a fifth embodiment of the present invention will be described with reference to FIGS. 22 to 25.

The control method of this embodiment is the same as the control method of the second embodiment in that the exciting time of the constant speed coil 126 is changed while the exciting time of the inverting coil 124 is kept constant. However, the control method of the second embodiment predicts the collision between the shuttle 114 and the damper 130 by measuring the actual speed of the shuttle 114. It differs in the point which it detects after the collision detection signal which shows the collision with the damper 130.

22 shows a collision detection system 90 used in the control method according to the fifth embodiment of the present invention. 23 is a timing chart for explaining the first aspect of the control method according to the fifth embodiment of the present invention. 24 is a flowchart for explaining a first aspect of the control method according to the fifth embodiment of the present invention. 25 is a timing chart for explaining a second aspect of the control method according to the fifth embodiment of the present invention. 26 is a flowchart for explaining a second aspect of the control method according to the fifth embodiment of the present invention. The control method according to the present embodiment shown in Figs. 24 and 26 continues after " no " in step &quot; 1009 &quot;

The collision detection system 90 described in this embodiment is to measure the impact force when the shuttle 114 collides with the damper 130 to prevent the shift of the printing timing thereafter. However, it will be appreciated that the same system can be applied when the shuttle 114 has hit the damper 128 or the balancer 154 has hit the dampers 158, 160.

The collision detection system 90 of the present embodiment, as shown in FIG. 22, includes a detection bar 91 connected to the first shuttle mechanism 110 or preferably the frame 101, a tension spring 92, and the like. , A switch 93, a power supply 94, and a resistor 95. The detection bar 91 moves together with the shuttle 114. The switch 93 is supported by a spring 92 and may be connected to the detection bar 91. Since the damper 130 is made of rubber or the like as described above, the damper 130 may be deformed when it collides with the shuttle 114, and the detection bar 91 may move in the right direction by the size corresponding to the deformation. The spring 92 has a spring constant at which the switch 93 is not turned on when the shuttle 114 is pressed against the damper 130 in a normal state. When the detection bar 91 turns on the switch 93, a current flows in a circuit composed of the switch 93, the power supply 94, and the resistor 95, and this current is used as the collision detection signal CS. Can be taken out.

23 and 24, when the constant speed control (speed a) of the shuttle 114 ends by the right edge signal ER-1, the control unit 102 controls the inversion control RC with respect to the shuttle 114. Start (step "1601"). Accordingly, the inversion control signal RC-3 is supplied to the inversion coil 124 and the braking force is applied to the shuttle 114.

When the initially expected braking force is applied to the shuttle 114, the shuttle 114 finds a velocity displacement “h”. And since the speed of the shuttle 114 after completion | finish of inversion control is nearly 0, even if the compression control CC2 by the constant speed coil 126 is performed after that, the shuttle 114 is permitted without crashing into the damper 130, and is allowed. Contact with weak impact force. For this reason, since the detection bar 91 cannot turn on the switch 93 against the tension spring 92, the collision detection signal CS is not produced | generated. When the collision detection signal CS is not generated (steps "1602" and "1603"), the control unit 102 performs the compression control CC2 using the preset compression control period as it is (step "1604"). ). The pressure control signals in this case are "CC2-31", "CC2-33", and "CC2-34". The inversion control RC is again performed in response to the printing command PP after the pressing control CC2 (step " 1605 "), and the process proceeds to the constant speed control CC1 together with the right edge signal ER-3 ( Step "1005").

On the other hand, when a braking force is applied to the shuttle 114 that does not meet the originally expected braking force, the shuttle 114 finds the speed displacement "k". After the inversion control ends, the shuttle 114 has a constant speed in the right direction, and receives the constant speed control by the constant speed coil 126 to collide with the damper 130 with a strong impact force. Because of this, the damper 130 is deformed as shown by the dashed line in FIG. 16 and the detection bar 91 is thereby moved in the right direction to turn on the switch 93 against the tension spring 92. As a result, the collision detection signal CS is generated (step "1602").

According to the first aspect of the present embodiment, if the signal CS is detected within a predetermined period immediately after the end of the inversion control RC (step " 1602 "), there is a possibility that the printing timing thereafter may be displaced, so that the compression control period (constant speed Excitation period of the coil 126] is changed from CC2-31 to CC2-32 extending by the time "TL1" (step "1603"). In this case, the shuttle 114 collides with the damper 130, but the recoil is forcibly pressed against the damper 130. Thus, the shuttle 114 is prevented from recoil up to the point "B10" shown in FIG. The time " TL1 " is sufficient time to absorb the vibration of the frame not shown by the collision to the damper 130. Except for the time " TL1 " added, the subsequent control and the inversion control RC-4 and the constant speed control CC1 are the same, so the description is omitted.

The collision detection signal CS of the present embodiment only shows whether the shuttle 114 has collided with the damper 130, and does not indicate how much impact force the collision has occurred. For this reason, the control unit 102 can detect the magnitude of the impact force by selectively replacing the collision detection system 90 with a distortion gauge or the like attached to the damper 130 and feeding back the impact force information. Then, the controller 102 can change the length of time "TL1" based on the detected impact force. In this case, the control unit 102 has a table of the impact force and the time " TL1 " corresponding thereto in advance.

Incidentally, the control in the case where a braking force more than the expected braking force is applied to the shuttle 114 is not shown in Fig. 23, but in that case also time "TL1" is added. It will be appreciated that this reason is the same as that of the signal SP-3 shown in FIG. 9. Only the case of the signal SP-3 shown in FIG. 9 is different, and the length of time "TL1" is a time preset in advance enough to press the shuttle 114 away from the damper 130 to the damper 130.

According to the first aspect of the present embodiment, the shuttle 114 largely recoils with the vibration from the damper 130 (point B10 in FIG. 3), thereby preventing the subsequent printing timing from being distorted. When the collision detection signal CS is generated, the shuttle 114 collides with the damper 130. In this regard, the control method of the present embodiment does not aim to prevent both collisions in advance, and finally the shuttle 114 is completed by appropriately pressing the shuttle 114 to the damper 130 with or without a collision. ) Ensures that it operates normally at the later printing timing. In addition, the control method of the present embodiment also prevents vibration of each part of the shuttle mechanism by preventing vibration. Further, the control method of the present invention may add the time "TL1" uniformly to the first pressing control signal CC2-31 regardless of whether there is a collision, but in the present embodiment, in the case of the speed signal SP-2 In addition, the time "TL1" is not added to the initial pressure control signal to prevent the drop in the printing throughput.

Alternatively, the shuttle 114 may be left to recoil largely from the damper 130. That is, even if the shuttle 114 rebounds to the point B10 in FIG. 3, when sufficient time has elapsed, vibrations of the shuttle mechanism other than the shuttle 114 attenuate and disappear. Therefore, it is possible to control the shuttle 114 after this time elapses. Hereinafter, a second aspect of the present embodiment will be described with reference to FIGS. 25 and 26.

The point that the control unit 102 performs inversion control (step "1701") is the same as that of step "1601". The control unit 102 determines whether the collision detection signal CS exists within a predetermined time, and if the signal CS does not exist within a predetermined time, the control unit 102 starts the compression control CC2 after a predetermined time elapses. (Steps "1702", "1704"). This case is not shown in FIG.

If the signal CS is present within the predetermined time, the control unit 102 turns off the excitation signal of the shuttle 114 only for the predetermined time "TL2" and notifies the other system of the fact (step "1702"). , "1703"). Within this period, vibrations of the shuttle mechanism other than the shuttle 114 received by the collision between the damper 130 and the shuttle 114 are attenuated and extinguished. In FIG. 25, the control unit 102 controls to generate the compression control signal CC2-350 in response to the print command PP, but the time until the print command PP is generated after the collision detection signal CS is generated. If it is determined that "TL2" is shorter than the time sufficient for the vibration elimination of the whole shuttle mechanism, the said control part 102 can extend time "TL2".

In addition, when the collision detection system 90 is selectively comprised by a distortion gauge etc., and can also detect the impact force of a collision, the said control part 102 may calculate and determine time "TL2" from the detected impact force.

In response to the compression control signal CC2-35, the shuttle 114 is moved to the damper 130 (step " 1705 "). At this time, the shuttle 114 can be expected to rebound from the damper 130 to reach the point B10 shown in FIG. Accordingly, as shown in FIG. 25, the compression control signal CC2-35 is a time sufficient to press the damper 130 to the damper 130 which is far from the damper 130, for example, as shown in FIG. 23. The compression excitation period CC2-32 and the like are set. After that, since the inversion control RC-4 in step 1705 is the same as described above, the description is omitted here.

According to the second aspect of the present embodiment, even if the shuttle 114 rebounds greatly from the damper 130, the subsequent operation is not resumed until sufficient time has elapsed until the shuttle 114 absorbs the vibration caused by the collision. This prevents the timing of subsequent printing from being distorted. In this respect, the second aspect of the present embodiment prevents the malfunction of each part by removing the vibration of the entire shuttle ring mechanism afterwards.

Next, a control method according to a sixth embodiment of the present invention will be described with reference to FIGS. 6 and 27. 27 is a circuit diagram used for the control method according to the sixth embodiment of the present invention. The control method of the first to fifth embodiments described above may be applied to the balancer 154 as well as the shuttle 114. The control method of the present embodiment uses the other shuttle as a control signal for later avoiding a collision generated only in one of the first and second shuttle mechanisms 110 and 150 and / or solving the damage resulting from the collision. To give the mechanism the same control.

As shown in FIG. 1, even if only the shuttle 114 collides with the damper 130, vibration is transmitted to the second shuttle mechanism 150 through the frame 101. Therefore, if a collision occurs in either of the shuttle mechanisms, it is necessary to solve the damage caused by the collision in both shuttle mechanisms (that is, the entire shuttle ring mechanism).

The control unit 102 shown in FIG. 6 controls the shuttle 114 and the balancer 154 in the same manner except for driving control in the reverse direction. Thus, for example, when the control unit 102 adopts the control method according to the fifth embodiment of the present invention, even if the collision detection signal CS is detected only for the shuttle 114, the balancer 154 is based on this. The same can be controlled. The shuttle 114 and the balancer 154 use separate inverting coils, and the first and second inverting coils 124 of the first shuttle mechanism are susceptible to the heat generated by the print head 112. There is a possibility that the inverting coils of each shuttle mechanism have different temperatures and have different braking force.

Although only one common control unit 102 is shown in FIG. 6, the first control unit 111 and the second control unit 151 may be replaced with the control unit 102 or instead of the control unit 102, as shown in FIG. 19. You may install it. Both or one of the first control unit 111 and the second control unit 151 is connected to the control unit 102 or the host device 10.

By the way, referring to FIG. 27, when only the first control unit 111 is connected to the host device 10, the second control unit 151 is connected to the first control unit 111. Then, when either one of the first control unit 111 and the second control unit 151 receives the collision detection signal CS114 or 154, it transmits a signal relating to the other control unit to perform the same control (although the direction is different). To do it. In addition, even when the control unit 102 is provided, the second control unit 151 may be connected to the first control unit 111 so as to be able to communicate with each other without passing through the control unit 102.

According to the control method of the sixth embodiment of the present invention, when the control signal for dealing with the collision occurs only on one shuttle mechanism, the shuttle 114 and the balancer ( The smooth movement of 154 can be ensured.

According to the control method of the first, third and fourth embodiments of the present invention, collision between the shuttle 114 and the dampers 128 and 130 is prevented in advance. In addition, according to the control method of the second and fifth embodiments of the present invention, the damage caused by the collision is eliminated afterwards. The control method of either embodiment can prevent a decrease in print throughput, a shift in print timing, and a print failure. These methods can be used alone or in combination.

The sixth embodiment of the present invention is effective when a balance shuttle is required for a high speed dot line printer equipped with a plurality of heads as shown in FIG.

The control method of the present invention is also effective as a method of securing printing quality when there are manufacturing fluctuations, changes over time in addition to fluctuations in braking force due to environmental changes.

Claims (16)

Reciprocating a shuttle at a constant speed in said first region of a pair of dampers having a first and a second region therebetween; Applying a braking force to a shuttle in the second area; Measuring a speed of a shuttle to which the braking force is being applied; Adjusting the period of the braking force applying step according to the speed measured by the measuring step; Pressing a shuttle on one side of a damper in the second region; And inverting the shuttle in the second area. Reciprocating a shuttle at a constant speed in said first region of a pair of dampers having a first and a second region therebetween; Applying a braking force to a shuttle in the second area; Measuring a speed of the shuttle to which the braking force is being applied; Pressing a shuttle on one side of the damper in the second region; Adjusting the duration of the compression step according to the speed measured by the speed measurement step; And inverting the shuttle in the second area. The method according to claim 2, wherein the adjusting step uses a preset period as it is as the period of the pressing step if the speed measured in the shuttle speed measuring step is within a predetermined range, and if the speed is larger or smaller than the predetermined range, And a period in which the set period is extended as the period of the pressing step. Reciprocating a shuttle at a constant speed in said first region of a pair of dampers having a first and a second region therebetween; Applying a braking force to a shuttle in the second area; Measuring a speed of the shuttle to which the braking force is being applied; Pressing a shuttle on one side of the damper in the second region; Initiating the compression step after the measurement step determines that the speed of the shuttle is zero; And inverting the shuttle in the second area. The said pressing step is to perform pressing of said shuttle repeatedly by repeating turning on and off of a pressing device drive, and setting the initial on-period of the said pressing device drive longer than a subsequent on period. Shuttle control method. Reciprocating a shuttle at a constant speed in said first region of a pair of dampers having first and second regions therebetween; Applying a braking force to a shuttle in the second area; Measuring a temperature near a shuttle to which the braking force is applied; Pressing a shuttle on one side of the damper in the second region; Adjusting the braking force applying step period according to the temperature measured by the measuring step; · And inverting the shuttle in the second area. Reciprocating a shuttle at a constant speed in said first region of a pair of dampers having a first and a second region therebetween; Applying a braking force to the shuttle with a brake device in the second region; Measuring a current flowing through the brake device; Pressing a shuttle on one side of the damper in the second region; Adjusting the period of the braking force applying step according to the current measured by the measuring step; And inverting the shuttle in the second area. Reciprocating a shuttle at a constant speed in said first region of a pair of dampers having a first and a second region therebetween; Applying a braking force to a shuttle in the second area; Pressing a shuttle on one side of the damper in the second region; Detecting that the shuttle has collided with the damper with an impact force equal to or greater than a predetermined impact force; Adjusting the compression step period according to the detection result by the detection step; And inverting the shuttle in the second area. Reciprocating a shuttle at a constant speed in said first region of a pair of dampers having a first and a second region therebetween; Applying a braking force to a shuttle in the second area; Pressing a shuttle on one side of the damper in the second region; Detecting that the shuttle has collided with the damper with an impact force equal to or greater than a predetermined impact force; Changing the start time of the pressing step according to the detection result by the detecting step; And inverting the shuttle in the second area. Reciprocating a shuttle at a constant speed in the first region of the first and second dampers having a first and second region therebetween; Reciprocating the balancer at constant speed in said third region of third and fourth dampers having a third and fourth region therebetween; Applying a braking force to a shuttle in the second area; Applying a braking force to the balancer in the fourth region; Pressing a shuttle on one of the first and second dampers in the second region; Pressing the balancer on one of the third and fourth dampers in the fourth region; Generating first information about a collision between the shuttle and the first and second dampers; Generating second information regarding collisions between the balancer and third and fourth dampers; Controlling the shuttle based on the first and second information; Controlling the balancer based on the first and second information; Inverting a shuttle in the second region; And inverting the balancer in the fourth region. Moving the moving member at a constant speed toward the end; Applying a braking force to the moving member moving at a constant speed; Measuring the braking force; Applying a driving force to the moving member to press the moving member to an end after stopping the application of the braking force; And controlling a braking force such that the moving member contacts the end portion with a predetermined impact force according to the measured braking force. 12. The method of claim 11, wherein the measuring step includes indirectly measuring the braking force by measuring the speed of the moving member to which the braking force is being applied. Moving the moving member at a constant speed toward the end; Applying a braking force to the moving member moving at a constant speed; Applying a driving force to the moving member to press the moving member to an end after stopping the application of the braking force; Determining a collision between the movable member and an end portion; And controlling the application of the driving force such that vibration caused by the collision is eliminated according to the collision determination of the determination step. The method of controlling a moving member according to claim 13, wherein the driving force application control step includes applying the driving force so that the moving member presses the end immediately after the collision. The control method of claim 13, wherein the controlling of the moving force applying step comprises applying the driving force so that the moving member presses the end portion after a predetermined time has passed since the collision. A pair of dampers having a first and a second area therebetween, a shuttle movable between the pair of dampers, a print head mounted on the shuttle, a linear motor for moving the shuttle, and the linear motor In the printer having a control unit for controlling the The controller reciprocates the shuttle at a constant speed in the first region, applies a braking force to the shuttle in the second region, adjusts a braking force application period according to the speed of the shuttle to which the braking force is applied, and controls the shuttle. The linear motor is pressed against one of the dampers in a second area, and the linear motor is controlled such that the shuttle is inverted in the second area.