Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
  • B60L53/30—Constructional details of charging stations
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
  • B61B13/00—Other railway systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2200/00—Type of vehicles
  • B60L2200/26—Rail vehicles
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/12—Electric charging stations
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

• the present invention relates to an automatic guided vehicle system that automatically travels on a track and transports cargo or the like to a destination.
• an automatic guided vehicle system that transports cargo to a destination by finding a travel route from a current position to a specified destination.
• this type of automatic guided vehicle is equipped with a battery and is configured to automatically run on a rail using a motor as a power machine.
• Some of these transport vehicles include a main traveling device that drives front wheels and a slave traveling device that drives rear wheels, and is configured to drive all wheels.
• FIG. 6 shows a schematic configuration of an automatic guided vehicle 100J provided with the main traveling device and the slave traveling device.
• the main travel device is composed of 2 vector inverters, 3 motors, 4 gears, and 5 wheels, based on the speed command signal V! By controlling the rotation of 3km, the driving force of 3km of this traveling motor is transmitted to wheel 5 ⁇ (front wheel) via speed reducer 4 ⁇ .
• the slave travel device includes a vector inverter 2S, a travel motor 3S, a speed reducer 4S having the same speed reduction ratio as the speed reducer 4 ⁇ described above, and wheels 5S.
• the vector inverter 2S controls the rotation of the traveling motor 3S based on the torque command signal ⁇ from the torque inverter 2 ⁇ , and the driving force of the traveling motor 3S is transmitted to the wheel 5S (rear wheel) via the speed reducer 4S.
• the rotational outputs of the travel motors 3 ⁇ and 3S are individually decelerated by the reducers 4 ⁇ and 4S having the same reduction ratio to drive the wheels to rotate.
• the speed command signal V is input to the vector inverter 2 ⁇ of the main traveling device (master side), and this signal is input to the vector inverter 2S of the slave traveling device (slave side). It is transmitted as a torque command signal. This allows the master side and slave side to run This automatic guided vehicle 100J travels with the wheels of the row device driven by the same torque.
• a battery 101 for driving a traveling motor is housed in a cart body.
• the battery 101 is connected to each device on the cart body side via a connector 102.
• the connector 102 is disconnected, taken out of the carriage by a crane or the like, and replaced with a spare battery.
• the automatic guided vehicle 100J is a master-side automatic guided vehicle, which is transmitted to the controller 101M, the vector inverter 102M (master), the vector inverter 103M (slave), and the slave automatic guided vehicle 100S. And a converter 104 for converting a torque command signal to be converted into a current signal.
• the automatic guided vehicle 100S on the slave side includes a converter 104 that converts a torque command signal (current signal) from the automatic guided vehicle 100J on the master side into a voltage signal, and a vector subordinate to the vector inverter 103M.
• the inverter 102S (slave) has a vector inverter 103S (slave) subordinate to the vector inverter 102S.
• Patent Document 2 Japanese Patent Laid-Open No. 04-347951
• the present invention has been made in view of the above circumstances, and a first object thereof is to provide an automatic guided vehicle system capable of charging a battery without requiring a battery replacement operation.
• the second object is to provide an automatic guided vehicle system that can safely stop an automatic guided vehicle when a transmission path of a torque command signal is disconnected or short-circuited.
• the present invention has the following configuration.
• an automatic guided vehicle system that is advantageous for the present invention includes an automatic guided vehicle mounted with a battery and moved by a travel motor driven by the battery, and a charging device that charges the battery.
• the automatic guided vehicle includes position detecting means for detecting a stop position for charging by the charging device, and charging request means for requesting charging to the charging device side, and the charging device is connected to the automatic guided vehicle.
• the battery of the automatic guided vehicle is charged according to the charging request. For example, the charging device charges the battery while the automatic guided vehicle is on standby.
• the automatic guided vehicle stops by detecting the stop position and requests charging.
• the charging device When the charging device confirms the automatic guided vehicle stopped at the stop position, the charging device performs charging in response to a request from the automatic guided vehicle.
• an automatic guided vehicle system that is advantageous for the present invention is equipped with a battery, and an automatic guided vehicle that is moved by a travel motor driven by the battery, and a charging device that charges the battery. And the automatic guided vehicle travels by driving a wheel based on a speed command signal, and a driven transport vehicle that travels by driving a wheel based on a torque command signal from the main transport vehicle, The main transport vehicle supplies the torque command signal as a voltage signal to the follower transport vehicle.
• the automatic guided vehicle includes, for example, a first converter that converts a torque command signal from the main traveling device into a voltage signal, and an original torque command signal converted by the first converter.
• a second converter for converting the signal into a signal.
• the torque command signal is converted into a voltage signal and transmitted from the main transport vehicle to the secondary transport vehicle. Therefore, if the transmission path of the torque command signal between the main transport vehicle and the sub transport vehicle is disconnected or short-circuited, the slave transport vehicle is given “0” as the torque command signal, and the sub transport vehicle is stopped (stopped). ) Maintained.
• the automatic guided vehicle includes, for example, an address detection sensor and a fixed position detection sensor for detecting a charging position, a communication means such as optical communication for performing communication with the charger side, A sensor for detecting the connection between the battery electrode on the vehicle and the charging device electrode, or a sensor for detecting the presence of the automatic guided vehicle may be provided on the ground-side charging device. .
• the stop position for charging by the charging device is detected on the automatic guided vehicle side, charging is requested to the charging device side, and the charging request is made from the automatic guided vehicle on the charging device side. Since the battery is charged accordingly, it is possible to charge the battery without the need to replace the battery.
• the torque command signal is supplied as a voltage signal from the main transport vehicle to the slave transport vehicle, even if the transmission path of the torque command signal is disconnected or short-circuited, the automatic transport vehicle can be safely used. Stop by stopping the car.
• FIG. 1 is a diagram showing a configuration of an automated guided vehicle according to a first embodiment of the present invention.
• FIG. 2 is a flowchart showing the flow of operations of the automated guided vehicle according to Embodiment 1 of the present invention.
• FIG. 3 is a view showing a characteristic part of an automatic guided vehicle according to Embodiment 2 of the present invention.
• FIG. 4 is a diagram showing a configuration of an automatic guided vehicle according to Embodiment 2 of the present invention.
• FIG. 5 is a diagram showing a configuration of an automatic guided vehicle according to Embodiment 3 of the present invention.
• FIG. 6 is a diagram showing the configuration of an automated guided vehicle that is a combination of a plurality of carts that are powerful in the prior art.
• FIG. 7A is a diagram for explaining the battery charging operation of the automatic guided vehicle, which focuses on the conventional technology.
• FIG. 7B is a diagram for explaining the battery charging operation of the automatic guided vehicle according to the prior art.
• FIG. 8 is a diagram showing the configuration of an automatic guided vehicle that is a combination of a plurality of carts that are powerful in conventional technology.
• FIG. 1 shows the configuration of an automatic guided vehicle according to Embodiment 1 of the present invention.
• a vector inverter 20M, a travel motor 30M, a speed reducer 40M, and wheels 50M constitute a main travel device that travels based on a speed command signal V.
• the vector inverter 20S, the traveling motor 30S, the speed reducer 40S, and the wheels 50S constitute a slave traveling device that travels based on a torque command signal T from the master traveling device.
• the vector inverter 20M is connected to the traveling motor 30M based on the speed command signal V.
• the rotation is controlled, and the driving force of the traveling motor 30M is transmitted to the wheel 50M via the speed reducer 40M.
• the vector inverter 20S controls the rotation of the traveling motor 3S based on the torque command signal T from the vector inverter 20M of the main traveling device, and the driving force of the traveling motor 3S passes through the speed reducer 4S. And transmitted to the wheel 50S.
• the rotational outputs of the travel motors 30M and 30S are individually decelerated by the speed reducers 40M and 40S having the same reduction ratio to drive the wheels to rotate.
• the controller (PLC) 10 obtains the rotational difference between these wheels based on the rotational speed signals Vm and Vs representing the rotational speeds of the wheels 50M and 50S inputted from the vector inverters 20M and 20S. Based on the rotation difference, torque limit values Tm and Ts are transmitted to the vector inverters 20 M and 20 S, respectively, to control the rotation torque of each wheel.
• this automatic guided vehicle is equipped with equipment necessary for automatic traveling, such as a battery for driving each traveling motor!
• This difference value Vd represents a rotational difference between the wheel 50M of the main traveling device and the wheel 50S of the slave traveling device. For example, when the wheel 50S (slave drive wheel) slips and slips, the rotation speed signal Vs shows a large value, and the difference value Vd increases.
• Step S2 Subsequently, the difference value Vd is compared with a predetermined value to determine whether or not the vehicle is in a slip state.
• This predetermined value provides a criterion for judging slip and is set appropriately according to actual operation.
• Step S3 Here, when the difference value Vd is equal to or smaller than the predetermined value, it is determined that the slip state is not present (step S2: NO), and the torque limit value Ts is made equal to the torque limit value Tm on the main travel device side.
• Step S4 If the difference value Vd is larger than the predetermined value, it is determined that the vehicle is slipping (step S2: YES), and the torque limit value Ts is lowered to a value smaller than the torque limit value Tm given to the main travel device.
• the wheel 50S secondary drive wheel
• the rotational torque of the wheel 50S is suppressed based on the rotational difference between the wheel 50M and the wheel 50S.
• the grip of this wheel (secondary drive wheel) is restored. Accordingly, the torque of the wheel is maintained at an appropriate value, the vector inverter 20S of the driven device is not over-rotated, and the automatic guided vehicle is not stopped due to the slip of the wheel.
• an automated guided vehicle 100A includes a phantom graph 102 to which an electrode 104 for charging a battery 101 is connected.
• the phantom graph 102 is the same as that of the automated guided vehicle 100A. It is fixed to the frame 103. When the phantom graph 102 expands and contracts, the electrode 104 moves inside or outside the transport vehicle, and the electrode 104 is housed inside the transport vehicle other than during charging.
• the electrode 201 of the charging device 300 is fixed inside the current collector 200.
• the current collector 200 is configured to receive the electrode 104 on the automatic guided vehicle side and connect the electrode 201 on the charging device 300 side.
• FIG. 4 shows the overall configuration of this automatic guided vehicle system.
• the phantom graph 102 is provided on both sides of the transport vehicle 100A, and is used in the vicinity of the phantom graph 102 when the electrode 104 is connected to the current collector 200 on the charging device side.
• An optical communication device 110 and a mark 111 are provided!
• the current collector 200 is fixed at a predetermined position near the track of the automatic guided vehicle 100A.
• an optical communication device 202 and an on-vehicle detection sensor 203 are provided so as to face the optical communication device 110 and the mark 111 on the transport vehicle side, respectively.
• the optical communication device 202 is for communicating with the optical communication device 110.
• the on-vehicle detection sensor 203 detects the mark 111, and detects the presence of the vehicle (whether or not the transport vehicle is present at the stop position).
• a fixed position detection sensor 130 for detecting a fixed position mark 130A provided on the ground side is provided on the front side of the automatic guided vehicle 100A.
• the address detection sensor 120 for detecting the address mark 120A provided on the It is
• this automatic guided vehicle 100A includes a battery 101 for driving a traveling motor, a sequencer 140 for controlling a series of operations of the automatic guided vehicle, and an illustration necessary for automatic traveling. Various devices that are not installed. Further, a sequencer 400 for controlling a series of operations on the charging device side is connected to the current collector 200 of the charging device 300.
• the automatic guided vehicle 100A When the automatic guided vehicle 100A enters the standby state after transporting the cargo, the automatic guided vehicle 100A goes to the station where the charging device 300 is installed.
• the fixed position detection sensor 130 detects the fixed position mark 130A provided in the station and the address detection sensor 120 detects the address mark 120A
• the automatic guided vehicle 100A moves to the fixed position specified by these marks. Stop at. Then, after confirming the fixed position and address, the optical communication device 110 requests the charging device 300 to charge.
• the on-vehicle detection sensor 203 detects the mark 111 on the automatic guided vehicle side to confirm that there is no abnormality in the on-vehicle state (stop position, etc.), and the optical communication device 202 A response to accept the request for charging is sent to the automatic guided vehicle 100A side.
• the automatic guided vehicle 100A receives the response from the charging device side, it extends the phantom graph 102 and connects the electrode 104 of the battery 101 to the electrode 201 on the current collector 200 side.
• the charging device 300 side On the charging device 300 side, when it is confirmed that the electrode 104 on the transport vehicle side is connected to the electrode 201 in the current collector 200, charging of the battery 101 is started. Then, the voltage of the battery 101 is detected, and when this voltage reaches a voltage indicating the completion of charging, the charging circuit (not shown) is turned off to end the charging. When the charging is completed, the charging device 300 side reports to the automatic guided vehicle 100A side that the charging is completed by the optical communication device 2002. In response to this report, the automated guided vehicle 100A shrinks the phantom graph 102 and houses the electrode 104 therein. As described above, the automatic guided vehicle 100A is placed in a standby state after the battery 101 is charged.
• the battery is automatically charged in the transport vehicle in the standby state. Therefore, the battery replacement work by a crane or the like is not necessary, and the battery replacement work time does not become irregular, so the operation pattern does not collapse. In addition, it is automatic regardless of manpower Since charging is performed automatically, charging operations such as switching the charging port can be performed safely. In addition, the charging location is confirmed on the transport vehicle side and the ground side, and the charging operation is not performed outside the predetermined charging location, so the safety of the charging operation can be ensured. In addition, because the address is detected, it is possible to switch the electrodes at the two power stations provided on the transport vehicle. Furthermore, since the battery connection status is checked on the ground and charging starts, the electrode on the charger side is non-voltage during normal operation, ensuring safety against electric shock.
• Embodiment 3 of the present invention will be described with reference to FIG.
• the automatic guided vehicle is configured by connecting a main transport vehicle 100M and a slave transport vehicle 100S that travels depending on the main transport vehicle.
• the torque command signal is converted into a voltage signal and transmitted from the vehicle 100M side to the subordinate transport vehicle 100S side.
• the vector transport inverter 102M of the main transport vehicle 100M corresponds to the vector transport inverter 20M shown in FIG. 1
• 102S and 103S correspond to the vector inverter 20S shown in FIG. That is, three vector inverters; 103M, 102S, and 103S are subordinate to one vector inverter 102M.
• the main transport vehicle 100M is equipped with a converter 105M for converting the torque command signal output from the vector inverter 103M into a voltage signal and sending it to the secondary transport vehicle 100S.
• the vehicle 100S is equipped with a converter 105S for returning the torque command signal (voltage signal) sent from the main transport vehicle 100M to the original torque command signal.
• the voltage signal obtained by converting the torque command signal by the converter 105M is generated so as to reduce the influence of noise on the transmission line.
• the torque command signal output from the vector inverter 103 M is converted into a pair of voltage signals having a differential voltage corresponding to the value of the torque command signal.
• the torque command signal is transmitted from the main transport vehicle 100M to the sub transport vehicle 100S as a voltage signal that is not affected by noise.
• a load circuit (not shown) is connected between the input section of the converter 105S mounted on the sub-carrier 100S and a predetermined potential, and the input section is not connected when there is no signal.
• a predetermined potential is set. This predetermined potential is set so that the rotational torque represented by the torque designation signal sent from the main transport vehicle 100M becomes small.
• “0” ground potential representing the minimum value of the torque command signal (rotational torque) is set as the predetermined potential.
• the converter The input voltage of 105S is set to “0”, and the driven vehicle 100S stops traveling. Therefore, in this case, the automatic guided vehicle travels only by the driving force of the main transport vehicle 100M.
• the sub transport vehicle 100S follows the main transport vehicle 100M. It is possible to ensure driving safety.
• the force S described in the first to third embodiments of the present invention is not limited to these embodiments, and there are design changes and the like without departing from the gist of the present invention.
• the rear wheel is driven depending on the front wheel, but conversely, the front wheel may be dependent on the rear wheel.
• the force-driven wheels that are driven by driving all the wheels may be limited to the front wheels or the rear wheels.
• the present invention it is possible to provide an automatic guided vehicle system capable of charging a battery without requiring a battery replacement operation.
• the automatic guided vehicle system can safely stop the automatic guided vehicle when the transmission path of the torque command signal is disconnected or short-circuited.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Power Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Control Of Multiple Motors (AREA)

Priority Applications (1)

Applications Claiming Priority (3)

Publications (1)

Family

ID=54207928

Family Applications (1)

Country Status (4)

Cited By (2)

Families Citing this family (58)

Citations (4)

Family Cites Families (3)

• 1999
  • 1999-01-13 JP JP11007009A patent/JP2000209705A/ja active Pending
• 2006
  • 2006-11-20 JP JP2006313249A patent/JP4453695B2/ja not_active Expired - Lifetime
• 2007
  • 2007-11-20 CN CNA2007800422957A patent/CN101535084A/zh active Pending
  • 2007-11-20 WO PCT/JP2007/072480 patent/WO2008062801A1/ja active Application Filing
  • 2007-11-20 KR KR1020097012150A patent/KR101450927B1/ko active IP Right Grant

Patent Citations (4)

Also Published As

Similar Documents

Legal Events