KR20100131920A - Transporting vehicle - Google Patents

Abstract

PURPOSE: A transportation vehicle capable of implementing stability of moving is provided to drive the wheel independently by installing a separate motor on both sides. CONSTITUTION: A first driving wheel and a second driving wheel on both sides are installed on a car body. A first motor(26) and a second motor(29) are respectively connected to the first driving wheel and the second driving wheel. A first controller(66A) controls the first motor with PID. A second controller(66B) controls the second motor with PID.

Description

Carrier {TRANSPORTING VEHICLE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transport vehicle, and more particularly, to a transport vehicle in which motors are separately provided on left and right wheels and can independently drive wheels.

BACKGROUND ART A conveying vehicle for conveying an enlarged glass substrate or a cassette containing a plurality of glass substrates is known. The conveyance vehicle automatically runs inside the clean room in a factory, and conveys an article between processing apparatuses.

The track on which the carrier travels is, for example, a rail suspended from the ceiling. In this case, the space where the rails and the transport vehicle travel is a clean room that is cut off from the outside.

The transport vehicle has wheels on both left and right sides, a motor is connected to one of the wheels to form a driving wheel, and the other wheel is a driven wheel. The transport vehicle also has a guide roller which contacts the left and right guide rails.

The drive wheel is driven by servo control, and the technique by which a travel control part PID-controls or PD-controls a motor is known (for example, refer patent document 1). For example, if PID control is used, motor control following the command speed is also performed for load fluctuations caused by disturbances.

[Patent Document 1] Japanese Patent Laid-Open No. 2000-298518

By providing separate motors on the left and right wheels, a transport vehicle capable of independently driving the left and right wheels as driving wheels is known. In this case, since it is impossible to completely synchronize the left and right wheels, stable driving is realized by PID control of the drive wheels on both the left and right sides. However, in the case of PID control of the drive wheels on both sides, there is a problem that the running behavior of the transport vehicle becomes unstable if the right and left torque balance is disturbed even a little. In particular, traveling behavior tends to be disturbed when the transport vehicle decelerates and stops.

An object of the present invention is to realize stabilization of running behavior in a transport vehicle in which motors are separately provided on left and right wheels and capable of independently driving wheels.

A carrier vehicle according to one aspect of the present invention includes a vehicle body, left and right first travel wheels and second travel wheels, a first motor and a second motor, a first control unit, and a second control unit. The first travel wheel and the second travel wheel are provided in the vehicle body. The first motor and the second motor are connected to the first travel wheel and the second travel wheel, respectively. The first control unit PID-controls the first motor. The second control unit can switch between the PID control and the feedback control not including the derivative element in order to control the second motor.

In the carrier vehicle, when the first motor is under PID control, the second control unit can perform feedback control not including a differential element with respect to the second motor. At this time, the response performance to disturbance is reduced in the second motor and the second driving wheel. Accordingly, even when the response performance to disturbance is high on the first motor and the first travel wheel side, the second travel wheel follows it, and it is difficult to adversely affect the running of the entire transport vehicle. In this manner, the traveling behavior of the transport vehicle is stabilized.

A transport vehicle according to another aspect of the present invention is a transport vehicle that travels along a running surface and a guide rail, and includes a vehicle body, a pair of bogie bogies, a first motor and a second motor, and a first control unit. And a second control unit. The pair of bogie trucks are provided before and after the vehicle body, and have left and right first and second running wheels placed on the running surface, and a guide roller supported by the guide rail. The first motor and the second motor are respectively connected to the first travel wheel and the second travel wheel provided in at least one of the pair of bogie trucks. The first control unit PID-controls the first motor. In controlling the second motor, the second control unit may switch between PID control and feedback control not including a derivative element.

In the carrier vehicle, when the first motor is under PID control, the second control unit can perform feedback control not including a differential element with respect to the second motor. At this time, the response performance to disturbance is reduced in the second motor and the second driving wheel. Accordingly, even when the response performance to disturbance is high on the first travel wheel side, the second travel wheel follows it, and it is difficult to adversely affect the running of the entire transport vehicle. In this manner, the traveling behavior of the transport vehicle is stabilized.

In addition, since the transport vehicle is supported by the guide rail, unstable operation caused by disturbance on the second motor and the second travel wheel side is unlikely to occur.

The second control unit may perform PID control when the traveling speed of the carrier is greater than or equal to the predetermined speed, and may perform feedback control that does not include a differential element below the predetermined speed.

In the transport vehicle, for example, in the positioning operation after deceleration control, the first control unit executes PID control and the second control unit executes feedback control that does not include a differential element. Accordingly, PID control of both motors in the normal driving of the vehicle can improve the response performance against disturbance in the entire vehicle, and can also stabilize the driving behavior of the vehicle in the low-speed driving of the vehicle. .

The second control unit may perform PID control in a region where the inner and outer ring speed differences change when the carrier vehicle curves, and perform feedback control that does not include a differential element in a region where the inner and outer ring speed differences are constant.

In the above-mentioned transport vehicle, in the region where the inner and outer race speed difference is constant at the time of driving the curve, the first control unit can control the PID and the second control unit can execute the feedback control that does not include the differential element. Accordingly, PID control of both motors in the normal driving of the vehicle can improve the response performance against disturbance in the entire vehicle, and can stabilize the running behavior of the vehicle in the curved driving of the vehicle. .

In the conveyance vehicle which concerns on this invention, when a motor is provided in the left and right wheels separately and can drive a wheel independently, a traveling behavior is stabilized.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic diagram of the carrier system employing one embodiment of the present invention.
2 is a partial plan view of a carrier system.
3 is a block diagram showing the control configuration of the carrier system.
4 is a block diagram illustrating a travel control unit of a transport vehicle.
5 is a graph showing the relationship between the distance and the speed of the stop operation.
6 is a speed ratio table at the time of curve running.

(1) carrier truck system

The carrier vehicle system 1 in which one embodiment of the present invention is employed will be described with reference to FIG. 1. BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic diagram of the carrier system employing one embodiment of the present invention.

The transport vehicle system 1 has a track 2 and a transport vehicle 3 traveling on the track 2. In the above embodiment, the track 2 is suspended from the ceiling, and the periphery of the track 2 is a clean room.

The track 2 has a running rail 4 and a guide rail 6. The travel rail 4 is comprised from the 1st left and right travel rails 4a and the 2nd travel rail 4b. The 1st travel rail 4a and the 2nd travel rail 4b have the flat running surface.

The guide rail 6 has the 1st guide rail 6a and the 2nd guide rail 6b.

The 1st guide rail 6a and the 2nd guide rail 6b are respectively provided in the outer edge of the 1st travel rail 4a and the 2nd travel rail 4b. The first guide rail 6a and the second guide rail 6b extend upwards.

Moreover, the feeder line which is not shown in figure is provided along the 1st travel rail 4a and the 2nd travel rail 4b.

As shown in FIG. 2, the raceway 2 is formed from the straight portion 7, the branch portion 9, the curved portion 8 bent to the right from the branch portion 9, and the branch portion 9. As it is, it has the 2nd part 7a extended linearly.

The 1st travel rail 4a and the 2nd travel rail 4b are divided and extended in both the curved part 8 and the branch part 9, and are extended.

In the curved part 8, although the 1st guide rail 6a is formed continuously, the part of the 2nd guide rail 6b is cut | disconnected along the way.

In the 2nd part 7a, although the 2nd guide rail 6b is formed continuously, one part of the 1st guide rail 6a is cut | disconnected on the way.

For reference, in the present embodiment, the branching portion 9 refers to the entire portion including the straight portion 7 and the curved portion 8, and the branching portion 9 is a point where branching starts. It is called).

With reference to FIG. 2, the several types of to-be-detected part provided along the travel rail 4 is demonstrated. The to-be-detected part contains the reflective tape 11, the barcode 13, and the magnetic mark 14. In addition, although the reflective tape 11, the barcode 13, and the magnetic mark 14 are shown in the inside of the travel rail 4 in FIG. 2, it is actually provided on the travel rail 4. As shown in FIG.

The reflective tape 11 is a member for detecting the position of the conveyance vehicle 3 in the curved part 8, and is arrange | positioned at the curved part 8 in the figure.

The bar code 13 functions as an origin mark of the travel rail 4 and a plurality of reference marks.

The magnetic mark 14 is a member indicating the stop position of the transport vehicle 3. The magnetic mark 14 is composed of a magnetic body such as steel or an anti-magnetic body such as copper or aluminum. In this embodiment, the magnetic mark 14 is arrange | positioned at the straight part 7, The middle of the magnetic mark 14 is set to the stop position 80. As shown in FIG.

(2) carrier

The transport vehicle 3 has a transport body main body 15, a drive travel unit 18, and a driven travel unit 19. Since the structure of the carrier body 15 is the same as in the related art, description thereof will be omitted. The drive run part 18 and the driven run part 19 are bogie trucks which are rotatably attached to the carrier body 15, respectively.

Referring to FIG. 1, the driving travel unit 18 will be described. The drive traveling part 18 mainly has the main body frame 20, the 1st drive wheel unit 21, the 2nd drive wheel unit 22, the fixed guide roller mechanism, and the branch guide roller mechanism.

The 1st drive wheel unit 21 is attached to the right end part of the main body frame 20, and has the 1st drive wheel 25, the 1st motor 26, and the 1st encoder 27. As shown in FIG. The first drive wheel 25 is placed on the running surface of the first travel rail 4a. The first motor 26 is connected to the first drive wheel 25. The first encoder 27 measures the rotation of the first motor 26 and transmits a pulse signal. Accordingly, the rotational speed or the number of rotations of the first motor 26 can be obtained.

The 2nd drive wheel unit 22 is attached to the left end part of the main body frame 20, and has the 2nd drive wheel 28, the 2nd motor 29, and the 2nd encoder 30. As shown in FIG. The second drive wheel 28 is placed on the running surface of the second travel rail 4b. The second motor 29 is connected to the second drive wheel 28. The second encoder 30 measures the rotation of the second motor 29 and transmits a pulse signal. Accordingly, the rotational speed or the number of rotations of the second motor 29 can be obtained.

The fixed guide roller mechanism has a pair of 1st fixed guide roller 31 and a pair of 2nd fixed guide roller 32. As shown in FIG. A pair of 1st fixed guide roller 31 is arrange | positioned at the right end part of the main body frame 20 back and forth in the traveling direction. More specifically, the 1st fixed guide roller 31 is arrange | positioned apart in the front and back both sides of the running direction of the 1st drive wheel 25, and always contacts or is close to the inside of the 1st guide rail 6a. The pair of second fixed guide rollers 32 are disposed at the left end of the main body frame 20 apart from the front and rear in the traveling direction. More specifically, the 2nd fixed guide roller 32 is arrange | positioned apart in the front and rear both sides of the running direction of the 2nd drive wheel 28, and always contacts or adjoins inside the 2nd guide rail 6b.

The branch guide roller mechanism is a mechanism for performing a branching operation in the branching section 9, and includes a pair of first branch guide rollers 33, a second branch guide roller 34, and a first branch guide roller driving unit. (35; Fig. 3).

The 1st branch guide roller 33 is arrange | positioned corresponding to the 1st fixed guide roller 31. As shown in FIG. The 2nd branch guide roller 34 is arrange | positioned corresponding to the 2nd fixed guide roller 32. As shown in FIG. The 1st branch guide roller drive part 35 (FIG. 3) is a mechanism for changing the position of the 1st branch guide roller 33 and the 2nd branch guide roller 34. As shown in FIG.

With the above structure, the first branch guide roller 33 and the second branch guide roller 34 are in contact with the outside of the first guide rail 6a by the first branch guide roller drive unit 35 (FIG. 3). Or it moves between the adjacent guide position and the non-guide position away from the 1st guide rail 6a.

The driven traveling unit 19 mainly includes the main frame 23, the first driven wheel 36, the second driven wheel 37, the second fixed guide roller mechanism, and the second branch guide roller mechanism. Have.

The first driven wheel 36 is placed on the first travel rail 4a of the travel rail 4. The second driven wheel 37 is placed on the second travel rail 4b of the travel rail 4.

The second fixed guide roller mechanism has a pair of third fixed guide rollers 40 and a pair of fourth fixed guide rollers 41. The 3rd fixed guide roller 40 is arrange | positioned at the right end part of the main body frame 23 back and forth in a running direction. More specifically, the 3rd fixed guide roller 40 is arrange | positioned apart in the front and back both sides of the running direction of the 1st driven wheel 36, and is always in contact with or close to the inside of the 1st guide rail 6a. The 4th fixed guide roller 41 is arrange | positioned at the left end part of the main body frame 23 back and forth in a running direction. More specifically, the 4th fixed guide roller 41 is arrange | positioned apart in the front and back both sides of the running direction of the 2nd driven wheel 37, and is always in contact with or close to the inside of the 2nd guide rail 6b.

The branch guide roller mechanism is a mechanism for performing a branching operation in the branching section 9, and includes a pair of third branching guide rollers 42, a fourth branching guide roller 43, and a second branching guide roller driving unit. (44; FIG. 3).

The 1st branch guide roller 33 is arrange | positioned corresponding to the 1st fixed guide roller 31. As shown in FIG. The 2nd branch guide roller 34 is arrange | positioned corresponding to the 2nd fixed guide roller 32. As shown in FIG. The 2nd branch guide roller drive part 44 (FIG. 3) is a mechanism for changing the position of the 1st branch guide roller 33 and the 2nd branch guide roller 34. As shown in FIG.

By the above structure, the 3rd branch guide roller 42 and the 4th branch guide roller 43 contact | connect the outer side of the 1st guide rail 6a by the 2nd branch guide roller drive part 44 (FIG. 3), or Or it moves between the adjacent guide position and the non-guide position away from the 1st guide rail 6a.

(3) sensor and detected part

As shown in FIG. 3, the driving travel unit 18 and the driven travel unit 19 are provided with a photoelectric sensor 47, a linear scale 49, and a barcode reader 50. . The photoelectric sensor 47 is for detecting the reflective tape 11. The linear scale 49 is for detecting the magnetic mark 14. The linear scale 49 finds the absolute position of the conveyance vehicle 3 with respect to the magnetic mark 14, ie, the position on the basis of the magnetic mark 14. The barcode reader 50 is for detecting the barcode 13.

(4) Control configuration

3, the control structure of the conveyance vehicle system 1 is demonstrated. 3 is a block diagram showing the control configuration of the carrier system.

The transport vehicle system 1 has a transport vehicle controller 52. The transport vehicle controller 52 is a controller for managing the running of the plurality of transport vehicles 3. The transport controller 52 and the transport vehicle 3 can communicate with each other. The carrier controller 52 has a controller main body 54 and a first memory 55. The controller main body 54 is a computer which consists of a CPU, RAM, ROM, etc., and runs a program. In the first memory 55, a route map is stored.

A route map is a map which describes the arrangement | positioning of a traveling route, the position of an origin, the reference position based on an origin, and the coordinate of a displaced position. The coordinates are obtained by converting the traveling distance from the origin into the number of output pulses of the encoder of the carrier.

The transport vehicle 3 has a travel control unit 59. The travel control unit 59 can transmit a drive signal to the first motor 26 and the second motor 29 based on the command from the carrier controller 52. The travel control unit 59 is further connected to the branch control unit 60. The branch control part 60 can transmit a drive signal to the 1st branch guide roller drive part 35 and the 2nd branch guide roller drive part 44 (FIG. 3) based on the instruction | command from the conveyance controller 52. FIG.

(5) Travel control system of carrier

4, the travel control unit 59 will be described. 4 is a block diagram illustrating a travel control unit of a transport vehicle.

The travel control unit 59 is a computer which is composed of a CPU, a RAM, a ROM, and the like, and executes a program, and includes a route map 61, a speed pattern generator 62, a first motor controller 63, and a second. It has a motor control unit 64.

In addition, the travel control unit 59 is connected to a first encoder 27, a second encoder 30, a photoelectric sensor 47, a linear scale 49, and a barcode reader 50.

The route map 61 is stored in the memory in the travel control unit 59. The speed pattern generator 62 can communicate with the carrier controller 52.

The travel control unit 59 obtains the distance from the current position to the stop position based on the route map 61 and receives the distance from the transport controller 52 and inputs the distance to the speed pattern generator 62. do. The speed pattern generator 62 calculates the travel distance from the difference between the coordinates of the current position on the route map 61 and the coordinates of the target position, thereby generating a pattern of the traveling speed. The speed pattern generator 62 generates a speed pattern of travel to the stop position.

The first motor control unit 63 mainly includes the first error amplifier 65A, the first PID control unit 66A, and the first amplifier 67A. The first error amplifier 65A amplifies the error. The first PID control section 66A performs PID control based on the error found by the first error amplifier section 65A. The first amplifier 67A amplifies the current to the first motor 26 and the like. The first encoder 27 detects the rotational speed of the rotation shaft of the first motor 26, and the current position and the speed of the first drive wheel 25 obtained according to the speed pattern generator 62 and the first error amplification are obtained. It is input to the part 65A.

The second motor control unit 64 mainly includes a second error amplifying unit 65B, a second PID control unit 66B, a second amplifier 67B, and a PI control unit 68. The second error amplifier 65B amplifies the error. The second PID control section 66B performs PID control based on the error found by the second error amplifying section 65B. The PI control part 68 is arrange | positioned in parallel with the 2nd PID control part 66B, and performs PI control based on the error calculated | required by the 2nd error amplification part 65B. The second amplifier 67B amplifies the current to the second motor 29 and the like. The second encoder 30 detects the number of revolutions of the rotation shaft of the second motor 29, and the current position and speed of the second drive wheel 28 thus obtained are the speed pattern generator 62 and the second error amplifier. It is input to 65B.

With the above-described configuration, the transport vehicle 3 continues to travel while comparing the coordinates described in the route map 61 with the internal coordinates (coordinates obtained by the encoder) of the self.

(6) normal driving control operation

Carrier 3 travels along the track 2 based on the required travel distance obtained from route map 61 and the current position and current speed obtained from first encoder 27 and second encoder 30. Is done.

At this time, the PID control is performed by the first PID control section 66A and the second PID control section 66B, respectively, to realize a preferable traveling operation.

(7) Stop control operation

Next, the operation | movement when the carrier vehicle 3 reaches the stop position 80 is demonstrated using FIG. 5 is a graph showing the relationship between the stopping operation distance and the speed of the transport vehicle 3. When the conveyance vehicle 3 stops, it may be considered that the behavior becomes unstable, such as a bogie bouncing due to the general state of the micro speed. The present invention uses the following means to solve this problem.

When the transport vehicle 3 approaches the stop position 80, the speed pattern generator 62 gives the deceleration instruction based on the first error amplifier 65A and the first error amplification unit 65A based on the travel position information obtained by the encoder or other sensor. 2 is sent to the error amplifier 65B. As a result, as shown in FIG. 5, the speed of the transport vehicle 3 decreases.

Then, when the conveyance vehicle 3 reaches the magnetic mark 14, the linear scale 49 obtains the absolute position of the conveyance vehicle 3 with respect to the magnetic mark 14, and this is sent to the speed pattern generator 62. Enter it.

When the linear scale 49 detects the magnetic mark 14, the following two types of control operations are executed. In addition, these control operations do not have to be started at the same time.

1) The speed pattern generation unit 62 transmits the position command targeting the position to the first error amplifier 65A and the second error amplifier 65B instead of the speed command targeting the speed. .

2) In the second motor control unit 64, the second PID control unit 66B stops the control operation, and the PI control unit 68 starts the feedback control instead. On the other hand, in the 1st motor control part 63, the 1st PID control part 66A performs feedback control with respect to the 1st motor 26. As shown in FIG. That is, during low speed driving, the first motor 26 is PID controlled, and the second motor 29 is PI controlled.

In the low-speed driving described above, although the first motor 26 is PID controlled, since the second motor 29 is controlled without including a differential element, the second motor 29 and the second driving wheel 28 are controlled. ) In response to disturbance is reduced. Accordingly, even if the response performance to disturbance is high on the first motor 26 and the first driving wheel 25 side, the second driving wheel 28 follows it, and adversely affects the running of the entire transport vehicle 3. it's difficult. In this manner, in particular, the traveling behavior in the stop operation of the transport vehicle 3 is stabilized.

In particular, although the drive traveling part 18 and the driven travel part 19 are bogie bogies, the fluctuation of bogie bogies does not arise easily.

(8) curve running

The control operation when the carrier vehicle 3 runs on the curved portion 8 will be described. When driving the curved portion 8, the driving trajectories do not coincide with the actual curve rails because the left and right motors generally cannot fully synchronize, and the driving wheels collide with the guide rails. You can think of the problem of instability. The present invention utilizes the following means to solve this problem.

By combining the detection result from the photoelectric sensor 47 and the detection result from the first encoder 27 and the second encoder 30, the speed pattern generator 62 is the current position of the carrier vehicle 3; Check it. The speed pattern generator 62 transmits the target speed signal to the first error amplifier 65A and the second error amplifier 65B so as to generate an appropriate left and right speed difference based on the current position information.

When the speed pattern generator 62 enters the curved portion 8, the speed decreases the inner ring and accelerates the outer ring, thereby driving the center speed of the transport vehicle 3 in accordance with the specified speed (for example, 60 m / min). The speed pattern generator 62 improves computational efficiency by reducing the processing load by using the speed ratio table calculated in advance.

With reference to FIG. 6, the speed ratio table at the time of curve running which the speed pattern generator 62 uses is demonstrated.

As is apparent from the figure, when the speed ratio of the inner ring and the outer ring is 100% at the time of the curve rush, the speed ratio of the inner ring decreases as the speed ratio of the outer ring increases. Then, when the speed ratio of the outer ring is 115% and the speed ratio of the inner ring is 85%, the state continues in the predetermined travel section. And finally, the speed ratio of the outer ring becomes small, and accordingly, the speed ratio of the inner ring becomes large, and eventually both become 100%.

In summary, in the speed ratio table, a first section 71 in which the speed ratio is far away, a second section 72 in which the speed ratio is constant, and a third section 73 in which the speed ratio is near are set.

In the first section 71 and the third section 73, the first motor control section 63 performs PID control, and the second motor control section 64 also performs PID control. This is because a large torque is required at the time of acceleration of the traveling wheel, and the torque balance of the left and right traveling wheels is easily disturbed, and it is preferable that the left and right traveling wheels are PID controlled to solve this problem.

In the second section 72, the first motor control unit 63 performs PID control, while the second motor control unit 64 performs PI control. In this way, when the left and right traveling wheels run at a constant speed in the curved portion, although the first motor 26 is PID controlled, the feedback control is performed without the differential element for the second motor 29. Therefore, the response performance to disturbance in the second motor 29 and the second driving wheel 28 is lowered. Accordingly, even if the response performance to disturbance is high on the first motor 26 and the first driving wheel 25 side, the second driving wheel 28 follows it, and adversely affects the running of the entire transport vehicle 3. it's difficult. In this manner, in particular, the traveling behavior of the curved vehicle of the transport vehicle 3 is stabilized.

In addition, the combination of PID control and PI control may be replaced by inner and outer rings.

(9) Features

The transport vehicle 3 includes a transport vehicle body 15, left and right first drive wheels 25 and second drive wheels 28, a first motor 26, a second motor 29, and a first motor. The control unit 63 and the second motor control unit 64 are provided. The 1st drive wheel 25 and the 2nd drive wheel 28 are provided in the carrier main body 15. As shown in FIG. The 1st motor 26 and the 2nd motor 29 are connected to the 1st drive wheel 25 and the 2nd drive wheel 28, respectively. The first motor control unit 63 controls PID of the first motor 26. In controlling the second motor 29, the second motor control unit 64 can switch between PID control and feedback control not including a derivative element.

In the above-mentioned conveyance vehicle 3, when the 1st motor 26 is PID-controlled, the 2nd motor control part 64 can perform the feedback control which does not contain a differential element with respect to the 2nd motor 29. As shown in FIG. At this time, the response performance to disturbance in the second motor 29 and the second driving wheel 28 is reduced. Accordingly, even when the response performance to disturbance is high on the first driving wheel 25 side, the second driving wheel 28 follows it, and it is difficult to adversely affect the running of the entire transport vehicle 3. In this manner, the traveling behavior of the transport vehicle 3 is stabilized.

The conveyance vehicle 3 travels along the running surface, the 1st guide rail 6a, and the 2nd guide rail 6b, The conveyance vehicle main body 15, a pair of drive travel part 18, and the driven The traveling part 19, the 1st motor 26 and the 2nd motor 29, the 1st motor control part 63, and the 2nd motor control part 64 are provided. The drive traveling part 18 is a 1st fixed support supported by the 1st drive wheel 25 and the 2nd drive wheel 28 on the left and right which were located on the running surface, and the 1st guide rail 6a and the 2nd guide rail 6b. And a guide roller 31 and a second fixed guide roller 32. The 1st motor 26 and the 2nd motor 29 are connected to the 1st drive wheel 25 and the 2nd drive wheel 28 provided in the drive travel part 18, respectively. The first motor control unit 63 controls PID of the first motor 26. In controlling the second motor 29, the second motor control unit 64 can switch between PID control and feedback control not including a derivative element.

In the above-mentioned conveyance vehicle 3, when the 1st motor 26 is PID-controlled, the 2nd motor control part 64 can perform the feedback control which does not contain a differential element with respect to the 2nd motor 29. As shown in FIG. At this time, the response performance to disturbance in the second motor 29 and the second driving wheel 28 is reduced. Accordingly, even if the response performance to disturbance is high on the first motor 26 and the first driving wheel 25 side, the second driving wheel 28 follows it, and adversely affects the running of the entire transport vehicle 3. it's difficult. In this manner, the traveling behavior of the transport vehicle 3 is stabilized.

Moreover, since the conveyance vehicle 3 is supported by the 1st guide rail 6a and the 2nd guide rail 6b, it is unstable by the disturbance in the 2nd motor 29 and the 2nd drive wheel 28 side. Reduce operation

The 2nd motor control part 64 performs PID control when the traveling speed of the carrier vehicle 3 is more than predetermined speed, and performs feedback control which does not contain a differential element below the predetermined speed.

In the transport vehicle 3, for example, in the positioning operation after deceleration control, the first motor control unit 63 executes PID control and the second motor control unit 64 executes feedback control not including a differential element. can do. Accordingly, during normal driving of the transport vehicle 3, PID control of both the first motor 26 and the second motor 29 not only improves the response performance against disturbance in the entire transport vehicle 3, At low speeds, the traveling behavior of the transport vehicle 3 can be stabilized.

When the carrier vehicle 3 curves, the second motor control unit 64 performs PID control in a region where the inner and outer race speed differences change, and performs feedback control that does not include a differential element in a region where the inner and outer race speed differences are constant. Run

In the transport vehicle 3, the first motor control unit 63 performs PID control and the second motor control unit 64 performs feedback control that does not include a differential element in a region where the inner and outer wheel speed difference is constant during curve driving. can do. Accordingly, during normal driving of the transport vehicle 3, the PID control of the first motor 26 and the second motor 29 not only improves the response performance against disturbance in the entire transport vehicle 3, but also transports the transport vehicle 3. At the time of curved running of the vehicle 3, the traveling behavior of the transportation vehicle 3 can be stabilized.

(10) Other Embodiments

As mentioned above, although one Embodiment of this invention was described, this invention is not limited to the said embodiment, A various change is possible in the range which does not deviate from the summary of invention.

The second motor control unit may perform P control or other feedback control instead of the PI control.

The motor controlled by the second motor control unit may be either left or right.

The first motor control unit may be able to switch the feedback control different from the PID control.

In the said embodiment, although the conveyance vehicle was traveling on the track suspended on the ceiling, this invention is not limited to this. The track may be provided on the ground or the carrier may be suspended in the track.

For reference, as feedback control including a differential element, PD control is also possible instead of PID control.

In the above embodiment, the encoder measures the rotation of the motor, but the present invention is not limited thereto. The encoder may measure the rotation of the drive wheel or the driven wheel.

The kind and the purpose of detection of the combination of a part to be detected and a sensor are not limited to the said embodiment.

The installation position and the number of detected parts are not limited to the said embodiment.

INDUSTRIAL APPLICABILITY The present invention can be widely applied to a transport vehicle in which a motor is provided separately on left and right wheels and can independently drive a wheel.

1: carrier truck system
2: orbit
3: carrier
4: running rail
4a: first running rail
4b: second running rail
6: guide rail
6a: first guide rail
6b: second guide rail
7: straight part
7a: second part
8: curved section
9: branching
9a: branch point
11: reflective tape
13: barcode
14: magnetic mark
15: carrier body
18: driving running part
19: driven driving part
21: first drive wheel unit
22: second drive wheel unit
25: first driving wheel (first driving wheel)
26: first motor
27: first encoder
28: second driving wheel (second running wheel)
29: second motor
30: second encoder
31: first fixed guide roller
32: second fixed guide roller
33: first branch guide roller
34: second branch guide roller
35: first branch guide roller drive unit
36: first driven wheel
37: second driven wheel
40: third fixed guide roller
41: fourth fixed guide roller
42: third branch guide roller
43: fourth branch guide roller
44: second branch guide roller drive unit
47: photoelectric sensor
49: linear scale
50: barcode reader
52: controller
54: controller body
55: first memory
59: driving control unit
60: branch control
61: route map
62: speed pattern generator
63: first motor control unit (first control unit)
64: second motor control unit (second control unit)
65A: first error amplifier
65B: second error amplifier
66A: first PID controller
66B: second PID control unit
67A: first amplifier
67B: second amplifier
68: PI control unit
80: stop position

Claims (4)

Body,
Left and right first and second running wheels provided in the vehicle body;
A first motor and a second motor connected to the first travel wheel and the second travel wheel, respectively;
A first control unit for PID controlling the first motor,
And a second control unit capable of switching the PID control and the feedback control not including the derivative element in controlling the second motor. As a transport vehicle traveling along the running surface and the guide rail,
Body,
A pair of bogie bogies provided on the front and rear of the vehicle body and having left and right first and second running wheels disposed on the running surface, and a guide roller supported on the guide rail;
A first motor and a second motor connected to a first travel wheel and a second travel wheel respectively provided on at least one of the pair of bogies;
A first control unit for PID controlling the first motor,
And a second control unit capable of switching the PID control and the feedback control not including the derivative element in controlling the second motor. The method of claim 1,
The second control unit carries out PID control when the traveling speed of the carrier is greater than or equal to a predetermined speed, and performs feedback control that does not include a differential element below a predetermined speed. The method of claim 1,
And the second control section performs PID control in a region where the inner and outer race speed differences change when the carrier vehicle curves, and performs feedback control that does not include a differential element in a region where the inner and outer race speed differences are constant.

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