WO2014103948A1 - Système de conduite pour véhicule à guidage automatique - Google Patents

Système de conduite pour véhicule à guidage automatique Download PDF

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Publication number
WO2014103948A1
WO2014103948A1 PCT/JP2013/084301 JP2013084301W WO2014103948A1 WO 2014103948 A1 WO2014103948 A1 WO 2014103948A1 JP 2013084301 W JP2013084301 W JP 2013084301W WO 2014103948 A1 WO2014103948 A1 WO 2014103948A1
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WIPO (PCT)
Prior art keywords
storage device
power storage
guided vehicle
automatic guided
unit
Prior art date
Application number
PCT/JP2013/084301
Other languages
English (en)
Japanese (ja)
Inventor
憲哉 角田
智史 港
健一 片江
昇一 家岡
Original Assignee
株式会社 豊田自動織機
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2012286307A external-priority patent/JP6116089B2/ja
Priority claimed from JP2013001102A external-priority patent/JP5962516B2/ja
Application filed by 株式会社 豊田自動織機 filed Critical 株式会社 豊田自動織機
Publication of WO2014103948A1 publication Critical patent/WO2014103948A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • 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
    • B60L2200/32—Waterborne vessels
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/26—Vehicle weight
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • 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
    • Y02T10/62—Hybrid 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a drive system for an automated guided vehicle.
  • Patent Document 1 describes correcting cell voltage variations caused by differences in internal resistance of a plurality of battery cells.
  • Patent Document 2 describes that the SOC is calculated based on the vehicle weight.
  • the hybrid vehicle includes an engine, a generator motor that generates electric power with the driving force of the engine, and a power storage device that can supply electric power to the generator motor and can be charged by regenerative power generated by the generator motor.
  • the automatic guided vehicle has a characteristic that a traveling pattern is predetermined and the fluctuation range of the loaded weight is wide. Such characteristics affect voltage control or SOC control of the power storage device.
  • the vehicle weight may differ by about 3 to 4 times between loading and non-loading. Then, the fluctuation range of the regenerative electric energy is widened. As a result, the voltage of the power storage device tends to be out of the allowable range, or the fluctuation range of the SOC is likely to be widened. Therefore, there may be a disadvantage that the life of the power storage device is shortened. However, it is not preferable from the viewpoint of cost and increase in size to adopt a power storage device with a wide allowable voltage range or to adopt a power storage device with a large battery capacity corresponding to a wide fluctuation range of SOC.
  • the above characteristics peculiar to the automatic guided vehicle affect the voltage or SOC of the power storage device, but no attention is paid to the voltage control or SOC control of the power storage device in the automatic guided vehicle. Is the actual situation.
  • An object of the present invention is to provide a driving system for an automatic guided vehicle capable of suitably performing voltage control or SOC control of a power storage device.
  • an engine a generator motor unit that is capable of generating electric power with the driving force of the engine and is used for traveling the automatic guided vehicle, and the generator motor unit
  • a power storage device that can be supplied with regenerative power that can be generated by the generator motor unit, a weight grasping unit that grasps a loaded weight of the automatic guided vehicle, and a traveling pattern of the automatic guided vehicle.
  • a traveling pattern grasping unit for grasping, an estimating unit for estimating a power variation amount of the power storage device in a predetermined specific section based on the loaded weight and the traveling pattern, and the power variation estimated by the estimating unit A voltage fluctuation amount calculation unit that calculates a fluctuation amount of the voltage of the power storage device based on the amount and an internal resistance of the power storage device, and based on a calculation result of the voltage fluctuation amount calculation unit, To provide a drive system of the automatic guided vehicle and a voltage adjusting unit for adjusting a voltage of said power storage device before the transport vehicle reaches the specific section.
  • an engine a generator motor that is capable of generating electric power with the driving force of the engine and used for traveling, and is capable of supplying electric power to the generator motor and the generator motor
  • Power storage device that can be charged by regenerative power that can be generated in the vehicle
  • an SOC grasping unit that grasps the SOC of the power storage device
  • a weight grasping unit that grasps the loaded weight of the automatic guided vehicle
  • a traveling pattern of the automatic guided vehicle A traveling pattern grasping unit that grasps the load
  • an estimation unit that estimates a variation amount of the SOC of the power storage device in a predetermined section based on the loaded weight and the traveling pattern, and the estimation unit that estimates the Based on the amount of variation
  • a calculation unit that calculates a deviation amount from a predetermined reference value in the SOC of the power storage device, and before the automatic guided vehicle reaches the specific section
  • An SOC adjustment unit that adjusts the SOC of the power storage device based on the grasping result of the SOC grasping unit
  • an electric power can be supplied to the engine, a generator motor that is capable of generating electric power with the driving force of the engine, and is used for traveling the automatic guided vehicle, and the generator motor.
  • a power storage device that can be charged by regenerative power that can be generated by the generator motor unit, a weight grasping unit that grasps a loaded weight of the automatic guided vehicle, and a traveling pattern grasping unit that grasps a traveling pattern of the automatic guided vehicle
  • An estimation unit that estimates a variation amount of a characteristic value indicating a state of the power storage device in a predetermined specific section based on the loaded weight and the travel pattern, and at least the power storage device based on the variation amount Based on a calculation result of a fluctuation amount of a value corresponding to the characteristic value or a deviation amount of the characteristic value from a predetermined reference value, and a calculation result of the fluctuation amount calculation unit Before the automated guided vehicle reaches the specific section, the value corresponding to the characteristic value of the power storage device is adjusted, or the
  • (A) is a graph which shows the fluctuation
  • (b) is a graph which shows the fluctuation
  • (A) is a graph which shows the speed fluctuation of an automatic guided vehicle
  • (b) is a graph which shows the fluctuation
  • (c) is charged in advance.
  • the flowchart which shows the modification of the process before deceleration.
  • the flowchart which shows the post-acceleration / deceleration processing.
  • the container terminal includes a gantry crane C1 that is disposed near the container ship S and that loads and unloads containers, and a rubber tire crane C2 that is disposed at a container installation site and that loads and unloads containers. .
  • an automated guided vehicle (AGV) 11 circulates in a predetermined direction (for example, counterclockwise) on a traveling route R defined by a guide section such as a guide line.
  • the automatic guided vehicle 11 is configured to be capable of loading containers, and transports containers between the vicinity of the container ship S and the container installation site. For example, when a container is loaded on the automatic guided vehicle 11 by the gantry crane C1, the automatic guided vehicle 11 transports the container to the container installation site.
  • the container is lowered by the rubber tire crane C2. After the container is lowered, the automatic guided vehicle 11 travels again toward the gantry crane C1.
  • the travel route R is flat without an inclination.
  • the drive system 10 of the automatic guided vehicle 11 includes an in-vehicle computer 21 mounted on the automatic guided vehicle 11 and an operation management computer 22 capable of wireless communication with the in-vehicle computer 21.
  • the operation management computer 22 controls the traveling of the automatic guided vehicle 11 by transmitting various commands to the in-vehicle computer 21.
  • the operation management computer 22 controls the drive of the gantry crane C1 and the rubber tire crane C2.
  • the automatic guided vehicle 11 of this embodiment is a so-called series type hybrid vehicle.
  • the automatic guided vehicle 11 includes an engine 31, a first generator motor (first motor generator) 32 that can generate power by the driving force of the engine 31, and the first generator motor 32. And a power generation inverter 33 connected thereto.
  • the automatic guided vehicle 11 includes a power storage device 34 connected to the power generation inverter 33, a travel inverter 35 connected to the power storage device 34 and the power generation inverter 33, and a second generator motor (second motor) connected to the travel inverter 35. Motor generator) 36.
  • first generator motor first motor generator
  • traveling inverter 35 and two second generator motors 36 are illustrated, but in reality, a plurality of them are provided according to the number of axles of the automatic guided vehicle 11.
  • two traveling inverters 35 and two second generator motors 36 are provided.
  • Each of the inverters 33 and 35 converts the DC power into AC power when DC power is input, and outputs the AC power when AC power is input. .
  • the rotor of the first generator motor 32 is connected to the drive shaft of the engine 31.
  • the first generator motor 32 generates AC power by rotating the rotor as the drive shaft of the engine 31 rotates.
  • the first generator motor 32 can also operate as a load by driving the engine 31 when AC power is input.
  • the second generator motor 36 is used for running the automatic guided vehicle 11. Specifically, the rotor of the second generator motor 36 is connected to the axle. When electric power is input to the second generator motor 36 from at least one of the generator inverter 33 (first generator motor 32) and the power storage device 34 via the traveling inverter 35, the second generator motor 36 is the automatic guided vehicle 11. Rotate the axle. On the other hand, the second generator motor 36 has a regenerative function for converting kinetic energy into electric energy, and generates power by performing regenerative braking when the automatic guided vehicle 11 is decelerated.
  • the first generator motor 32 and the second generator motor 36 correspond to the generator motor unit.
  • a clutch (not shown) is provided between the second generator motor 36 and the axle.
  • the in-vehicle computer 21 is configured to be able to control the clutch.
  • the power storage device 34 has an internal resistance.
  • the power storage device 34 is composed of, for example, a nickel metal hydride battery or a lithium ion battery, can supply power to the first generator motor 32 via the power generation inverter 33, and supplies power to the second generator motor 36 via the travel inverter 35. Can be supplied.
  • the power storage device 34 is charged by the electric power generated by the generator motors 32 and 36 being input via the inverters 33 and 35.
  • an allowable range in which the power storage device 34 is unlikely to deteriorate is set in the SOC (State of charge) (charge state, charge rate) of the power storage device 34.
  • SOC State of charge
  • the allowable range is set in advance according to the specifications of the power storage device 34, and a lower limit value and an upper limit value are set in the allowable range.
  • an allowable range in which the power storage device 34 is unlikely to deteriorate is set for the voltage of the power storage device 34.
  • the allowable range is set in advance according to the specifications of the power storage device 34, and an upper limit value and a lower limit value are set in the allowable range.
  • the electric power of power storage device 34 corresponds to a characteristic value indicating the state of power storage device 34.
  • the voltage of power storage device 34 is a value corresponding to electric power, which is a characteristic value indicating the state of power storage device 34.
  • the in-vehicle computer 21 is configured to suitably accelerate and decelerate the automatic guided vehicle 11 by controlling charging / discharging of the power storage device 34.
  • the in-vehicle computer 21 generates power by the first generator motor 32 by driving the engine 31 and supplies the generated power to the second generator motor 36.
  • the in-vehicle computer 21 discharges the power storage device 34 and supplies the discharged power to the second generator motor 36 to assist the traveling of the automatic guided vehicle 11, specifically, power running.
  • the discharge power of the power storage device 34 supplied to the second generator motor 36 is referred to as assist power.
  • the in-vehicle computer 21 supplies the regenerative power generated by the second generator motor 36 to the power storage device 34 to charge the power storage device 34.
  • the automatic guided vehicle 11 includes a power storage sensor 37 that measures the voltage and current of the power storage device 34.
  • the power storage sensor 37 transmits the measured value such as the voltage of the power storage device 34 to the in-vehicle computer 21.
  • the automatic guided vehicle 11 includes a load sensor 38 as a weight grasping unit that measures the loaded weight (load) of the automatic guided vehicle 11 and transmits the measurement result to the in-vehicle computer 21. Thereby, the vehicle-mounted computer 21 can grasp the voltage and current of the power storage device 34 and the loaded weight.
  • the operation management computer 22 transmits a running pattern in which the acceleration / deceleration pattern of the automated guided vehicle 11 is set to the in-vehicle computer 21 together with the running command.
  • the in-vehicle computer 21 receives the travel command and the travel pattern from the operation management computer 22, the in-vehicle computer 21 causes the automatic guided vehicle 11 to travel according to the received travel pattern.
  • the travel pattern information such as the travel distance, travel speed, and acceleration of the automatic guided vehicle 11 traveling on the travel route R is set.
  • the automatic guided vehicle 11 is set to travel while repeating acceleration and deceleration.
  • the traveling speed of the corner portion is set lower than the traveling speed of the straight portion. That is, in the travel route R, an acceleration section and a deceleration section are set as specific sections.
  • the vehicle-mounted computer 21 can grasp
  • the allowable ranges (lower limit value and upper limit value) of the internal resistance and voltage of the power storage device 34 are determined when the automatic guided vehicle 11 whose internal resistance of the power storage device 34 is the initial value travels according to the travel pattern. Is set to be within an allowable range. However, depending on the loading weight of the container loaded on the automatic guided vehicle 11, the voltage of the power storage device 34 may be outside the allowable range. In addition, the internal resistance of the power storage device 34 may vary due to repeated charging and discharging of the power storage device 34 and manufacturing variations. In this case, depending on how the internal resistance varies, the voltage of the power storage device 34 may be outside the allowable range.
  • the in-vehicle computer 21 executes a travel control process for causing the automatic guided vehicle 11 to travel while performing voltage control of the power storage device 34 in consideration of the loaded weight and the internal resistance of the power storage device 34.
  • the travel control process will be described with reference to FIG.
  • the traveling control process is a process that is periodically executed by the in-vehicle computer 21.
  • step S101 the in-vehicle computer 21 determines whether to start the automatic guided vehicle 11 or not. Specifically, it is determined whether or not a travel command is received from the operation management computer 22. The travel command is transmitted from the operation management computer 22 periodically, for example, at a predetermined time every day.
  • the in-vehicle computer 21 ends the traveling control process as it is.
  • the in-vehicle computer 21 executes an open circuit voltage (OCV: Open Circuit Voltage) determination process in steps S102 and S103.
  • OCV Open Circuit Voltage
  • step S102 the in-vehicle computer 21 measures the voltage of the power storage device 34.
  • step S103 the in-vehicle computer 21 stores the voltage measured in step S102 as an open voltage in a storage area provided in the in-vehicle computer 21.
  • the in-vehicle computer 21 executes the process of deriving the internal resistance of the power storage device 34 in steps S104 to S107. Specifically, first, in step S ⁇ b> 104, the in-vehicle computer 21 starts constant current discharge in which a constant current flows in the power storage device 34. In this case, the in-vehicle computer 21 controls to supply the electric power discharged from the power storage device 34 to the first generator motor 32. In the in-vehicle computer 21, the first generator motor 32 drives the engine 31 using the discharge power of the power storage device 34. When performing constant current discharge, the clutch is not connected.
  • step S105 the vehicle-mounted computer 21 measures the voltage of the electrical storage apparatus 34.
  • the in-vehicle computer 21 varies the constant current value by controlling the rotational speed of the engine 31 at a predetermined time during the constant current discharge, and measures the voltage at each constant current value.
  • the in-vehicle computer 21 terminates the discharge in step S106.
  • the in-vehicle computer 21 creates an IV plot with the open circuit voltage determined in step S103 as an intercept based on the measurement result.
  • the in-vehicle computer 21 derives the internal resistance from the slope of the IV plot, and stores the derived internal resistance in a predetermined storage area of the in-vehicle computer 21. Note that the in-vehicle computer 21 that executes the processes of steps S104 to S107 corresponds to the internal resistance deriving unit.
  • the in-vehicle computer 21 After completing the process in step S107, the in-vehicle computer 21 performs the pattern running of the automatic guided vehicle 11 in steps S108 to S117.
  • step S108 the in-vehicle computer 21 starts traveling the automatic guided vehicle 11 based on the traveling pattern received together with the traveling command. Thereafter, the in-vehicle computer 21 executes the processes of steps S109 to S116 in a constant speed section where the automatic guided vehicle 11 travels at a constant speed before the specific section (acceleration / deceleration section). In the constant speed section, regenerative power is not generated, and the assist power amount is “0” or smaller than that during acceleration.
  • step S109 the in-vehicle computer 21 grasps the loaded weight of the automatic guided vehicle 11 by the load sensor 38.
  • the in-vehicle computer 21 grasps the travel pattern, and grasps information related to the travel pattern such as the distance (or acceleration / deceleration time) and acceleration of the specific section.
  • the in-vehicle computer 21 that executes the process of step S110 corresponds to the travel pattern grasping unit.
  • the in-vehicle computer 21 estimates the regenerative power amount or the assist power amount based on the traveling pattern and the loaded weight. Specifically, for example, before the deceleration zone, the in-vehicle computer 21 estimates the amount of regenerative electric power generated in the deceleration zone, and before the acceleration zone, the in-vehicle guided vehicle 11 travels in the acceleration zone ( Estimate the amount of assist power required to assist the power running.
  • the in-vehicle computer 21 that executes the process of step S111 corresponds to the estimation unit.
  • the in-vehicle computer 21 estimates the open circuit voltage at the present time. Specifically, the in-vehicle computer 21 calculates the SOC fluctuation amount from the quotient of the integrated current value and the battery capacity. Then, the in-vehicle computer 21 estimates the current SOC from the fluctuation amount and the initial value of the open circuit voltage set in step S103, and estimates the current open circuit voltage from the current SOC.
  • the in-vehicle computer 21 After estimating the current open circuit voltage, the in-vehicle computer 21 is in step S113, and the in-vehicle computer 21 is in the regenerative power amount or assist power amount estimated in step S111 and the open circuit voltage estimated in step S112. Based on the above, the current of the power storage device 34 in the specific section, that is, the regenerative current or the assist current is calculated.
  • step S114 the in-vehicle computer 21 calculates the fluctuation amount of the voltage of the power storage device 34 based on the internal resistance derived in step S107 and the current of the power storage device 34 calculated in step S113. That is, derive. Specifically, the in-vehicle computer 21 calculates the amount of voltage increase before the deceleration zone, for example, and calculates the amount of voltage drop before the acceleration zone. The in-vehicle computer 21 that executes the processes of steps S112 to S114 corresponds to the voltage fluctuation amount calculation unit.
  • the in-vehicle computer 21 sets the target voltage in consideration of the allowable range of the voltage of the power storage device 34. For example, the in-vehicle computer 21 sets, as a target voltage, a voltage obtained by subtracting the amount of voltage increase from the upper limit value of the voltage of the power storage device 34 or a voltage lower than that before the deceleration section. Further, for example, before the acceleration section, the in-vehicle computer 21 sets a voltage obtained by adding a voltage drop amount to the lower limit value of the voltage of the power storage device 34 or a voltage higher than that as a target voltage.
  • step S116 the in-vehicle computer 21 adjusts the voltage of the power storage device 34 so that the voltage of the power storage device 34 approaches the target voltage set in step S115 before the automatic guided vehicle 11 reaches the specific section. Specifically, the in-vehicle computer 21 controls charging / discharging of the power storage device 34 so that the SOC of the power storage device 34 approaches the target SOC corresponding to the target voltage. Note that the processing in step S116 can also be said to be SOC adjustment processing. The in-vehicle computer 21 that performs the process of step S116 corresponds to the voltage adjustment unit.
  • the in-vehicle computer 21 When the current voltage is higher than the target voltage in the constant speed section before the acceleration section, the in-vehicle computer 21 does not charge / discharge the power storage device 34, and does not charge the current state in the constant speed section before the deceleration section. When the voltage is lower than the target voltage, the power storage device 34 is not charged / discharged.
  • the in-vehicle computer 21 executes acceleration / deceleration processing when the automatic guided vehicle 11 reaches the specific section. Specifically, the in-vehicle computer 21 supplies regenerative power to the power storage device 34, for example, in a deceleration zone, and supplies the power stored in the power storage device 34 to the traveling inverter 35 in an acceleration zone. In this case, the in-vehicle computer 21 performs power control so that the voltage of the power storage device 34 is within an allowable range. Specifically, for example, when the voltage of the power storage device 34 reaches an upper limit value during deceleration, the in-vehicle computer 21 interrupts charging of the power storage device 34 and supplies the remaining regenerative power to the first generator motor 32. . Similarly, for example, when the voltage of the power storage device 34 reaches a lower limit during acceleration, the in-vehicle computer 21 interrupts the discharge of the power storage device 34.
  • the in-vehicle computer 21 proceeds to step S118 and determines whether or not the pattern running is completed.
  • the in-vehicle computer 21 returns to step S109 when the pattern running is not finished, and ends the running control process when the pattern running is finished.
  • FIG. 5A is a graph showing a change in speed of the automatic guided vehicle 11, that is, a running pattern
  • FIG. 5B is a graph showing a change in voltage of the power storage device 34.
  • the deceleration section Td and the voltage of the power storage device 34 before that will be described.
  • the traveling pattern of the automatic guided vehicle 11 is switched to acceleration, constant speed, or deceleration from time t1 to time t8.
  • the voltage of the power storage device 34 fluctuates.
  • the voltage is within the allowable range.
  • a pre-adjustment section Tpr for reducing the voltage of the power storage device 34 in advance is provided before the deceleration section Td.
  • the voltage of the electrical storage device 34 exceeds the upper limit value during deceleration (deceleration section Td).
  • all the regenerative power generated in the deceleration zone Td is used for charging the power storage device 34.
  • the pre-adjustment section Tpr the automatic guided vehicle 11 travels using the electric power of the power storage device 34, and the power generation amount of the first generator motor 32 becomes small.
  • the voltage of the power storage device 34 is the upper limit value.
  • the voltage of the power storage device 34 is higher than the target voltage that should be close to the time point t5. For this reason, even if voltage adjustment of the electrical storage device 34 is not performed, power running in the acceleration section Ta from time t5 to time t6 is assisted.
  • the in-vehicle computer 21 estimates the power fluctuation amount of the power storage device 34 in the specific section, specifically, the assist power amount or the regenerative power amount based on the loaded weight and the running pattern, and the estimated power fluctuation amount The amount of voltage fluctuation is calculated based on the internal resistance.
  • the in-vehicle computer 21 adjusts the voltage of the power storage device 34 based on the calculated voltage fluctuation amount before the automatic guided vehicle 11 reaches the specific section. Thereby, while suppressing that the voltage of the electrical storage device 34 is outside the allowable range in the specific section, all the regenerative power can be used for charging in the deceleration section Td, and power running can be assisted in the acceleration section Ta. it can. Therefore, the life of the power storage device 34 can be extended and the fuel consumption can be improved.
  • the automatic guided vehicle 11 since the automatic guided vehicle 11 has a larger fluctuation range of the loaded weight than that of a normal vehicle such as an automobile because of loading a load such as a container, the fluctuation range of the regenerative electric energy accompanying the fluctuation of the loaded weight is wide. Easy to be.
  • the automatic guided vehicle 11 is different from a normal vehicle in that a traveling pattern is determined in advance.
  • the in-vehicle computer 21 sets a target voltage based on the amount of voltage fluctuation and the allowable range of the power storage device 34, and the power storage device so that the voltage of the power storage device 34 approaches the target voltage before reaching the specific section. 34 voltage is adjusted. For example, before the deceleration section Td, the in-vehicle computer 21 sets a value obtained by subtracting the amount of voltage fluctuation from the upper limit value of the voltage of the power storage device 34 as a target voltage, and adjusts the voltage so as to approach the target voltage. This avoids a situation where the regenerative power cannot be completely absorbed or power running cannot be assisted due to the voltage of the power storage device 34 reaching the upper limit value or the lower limit value in the middle of the specific section. can do.
  • the in-vehicle computer 21 derives the internal resistance of the power storage device 34 every time the automatic guided vehicle 11 is started. Thereby, the dispersion
  • the in-vehicle computer 21 changes the resistance value of the load to which the power of the power storage device 34 is supplied by adjusting the rotational speed of the engine 31 before starting the traveling of the automatic guided vehicle 11. Thereby, the current of power storage device 34 varies.
  • the in-vehicle computer 21 derives the internal resistance by measuring the voltage fluctuation with respect to the current fluctuation by the power storage sensor 37.
  • an IV plot can be created using the existing configuration of the engine 31 and the like, and the internal resistance can be derived therethrough.
  • a drive system for an automatic guided vehicle will be described.
  • the same components as those in the first embodiment will be denoted by the same reference numerals, the description thereof will be omitted, and differences from the first embodiment will be mainly described.
  • the second embodiment is different from the first embodiment in that the SOC (charge state, charge rate) of the power storage device 34 is adjusted instead of adjusting the voltage of the power storage device.
  • the SOC corresponds to a characteristic value indicating the state of the power storage device 34.
  • the SOC of the power storage device 34 is set to an allowable range that includes a predetermined reference value SOC0 and is unlikely to deteriorate.
  • the reference value SOC0 is a value set in advance based on the specification of the power storage device 34, and is set to 60%, for example.
  • the upper limit value and the lower limit value of the allowable range are set symmetrically with respect to the reference value SOC0. Specifically, the difference between the upper limit value and the reference value SOC0 is set to be the same as the difference between the reference value SOC0 and the lower limit value. Yes.
  • the upper limit value and the lower limit value are determined in advance according to the specifications of the power storage device 34.
  • the in-vehicle computer 21 of the present embodiment can grasp the SOC and the loaded weight of the power storage device 34.
  • the in-vehicle computer 21 performs pre-deceleration processing or pre-acceleration processing for performing SOC control of the power storage device 34 before acceleration / deceleration is performed so that the fluctuation range of the SOC of the power storage device 34 from the reference value SOC0 is narrowed.
  • the automatic guided vehicle 11 is running at a constant speed or stopped before acceleration / deceleration is performed.
  • the assist power amount is “0” or less than that during acceleration.
  • the pre-deceleration process is a process that is started before the automatic guided vehicle 11 reaches the deceleration zone, for example, a predetermined time (for example, 10 seconds) before reaching the deceleration zone.
  • the in-vehicle computer 21 first grasps the loaded weight of the automatic guided vehicle 11 by the load sensor 38 in step S1010. Thereafter, the in-vehicle computer 21 grasps the traveling pattern in step S1020 and grasps information related to the traveling pattern such as the distance (or deceleration time) of the deceleration section and acceleration. In subsequent step S1030, the in-vehicle computer 21 estimates the amount of regenerative electric power obtained in the deceleration zone based on the loaded weight and travel pattern grasped in steps S1010 and S1020.
  • step S1040 the in-vehicle computer 21 proceeds to step S1040, and estimates the SOC increase amount ⁇ SOC in the deceleration zone.
  • step S1050 the in-vehicle computer 21 sets SOC0 ⁇ SOC / 2 as a target value. Note that ⁇ SOC / 2 corresponds to the amount of deviation from the reference value SOC0.
  • step S1050 the in-vehicle computer 21 proceeds to step S1060 and adjusts the SOC so that the SOC reaches the target value by the time when the automatic guided vehicle 11 reaches the deceleration zone. Specifically, the in-vehicle computer 21 grasps the current SOC based on the measurement result of the SOC sensor 37 and calculates the difference from the target value. Then, the power storage device 34 is charged / discharged by the calculated amount. For example, when the current SOC is in the vicinity of the reference value SOC0, the in-vehicle computer 21 discharges the power storage device 34 until the target value is reached.
  • the automatic guided vehicle 11 is driven by the electric power of the power storage device 34, and the amount of power generated by the first generator motor 32 is reduced. That is, the adjustment of the SOC in the pre-deceleration process, that is, the adjustment to lower the SOC from the current SOC toward the target value, drives the second generator motor 36 using the electric power of the power storage device 34 and travels the automatic guided vehicle 11.
  • the power storage device 34 is discharged.
  • the in-vehicle computer 21 that performs the process of step S1020 corresponds to the travel pattern grasping unit.
  • the in-vehicle computer 21 that performs the processes of steps S1030 and S1040 corresponds to the estimation unit.
  • the in-vehicle computer 21 that performs the process of step S1050 corresponds to the calculation unit.
  • the in-vehicle computer 21 that performs the process of step S1060 corresponds to the SOC adjustment unit.
  • the pre-acceleration process is a process that is started before the automatic guided vehicle 11 reaches the acceleration section, for example, a predetermined time (for example, 10 seconds) before the time when it reaches the acceleration section.
  • the in-vehicle computer 21 first grasps the loaded weight of the automatic guided vehicle 11 by the load sensor 38 in step S201. Thereafter, the in-vehicle computer 21 grasps the travel pattern in step S202 and grasps information related to the travel pattern such as the distance (or acceleration time) of the acceleration section and acceleration. In subsequent step S203, the in-vehicle computer 21 estimates the amount of assist power required in the acceleration section based on the loaded weight and travel pattern obtained in steps S201 and S202. Thereafter, the in-vehicle computer 21 proceeds to step S204 to estimate the SOC reduction amount ⁇ SOC in the acceleration section.
  • in-vehicle computer 21 sets SOC0 + ⁇ SOC / 2 as a target value in step S205.
  • step S206 the in-vehicle computer 21 adjusts the SOC so that the SOC reaches the target value by the time when the automatic guided vehicle 11 reaches the acceleration section. Specifically, the in-vehicle computer 21 grasps the current SOC based on the measurement result of the SOC sensor 37 and calculates the difference from the target value. Then, the in-vehicle computer 21 charges and discharges the power storage device 34 by the calculated amount. For example, when the current SOC is in the vicinity of the reference value SOC0, the in-vehicle computer 21 charges the power storage device 34 until the target value is reached.
  • the power storage device 34 is charged using the electric power generated by the first generator motor 32. That is, the adjustment of the SOC in the pre-acceleration process, that is, the adjustment to increase the SOC from the current SOC toward the target value is performed by charging the power storage device 34 using the electric power generated by the first generator motor 32. Is called.
  • the vehicle-mounted computer 21 that performs the process of step S202 corresponds to the travel pattern grasping unit.
  • the in-vehicle computer 21 that performs the processing of step S203 and step S204 corresponds to the estimation unit.
  • the in-vehicle computer 21 that performs the process of step S205 corresponds to the calculation unit.
  • the in-vehicle computer 21 that performs the process of step S206 corresponds to the SOC adjustment unit.
  • FIG. 8A is a graph showing the speed fluctuation of the automatic guided vehicle 11 that travels from the gantry crane C1 to the rubber tire crane C2, that is, the travel pattern.
  • FIG. It is a graph which shows the fluctuation
  • FIG.8 (c) is a graph which shows the fluctuation
  • the traveling pattern of the automatic guided vehicle 11 is switched to acceleration, constant speed, or deceleration from time t1 to time t12.
  • the SOC fluctuates as shown in FIGS. 8B and 8C.
  • the SOC when the automatic guided vehicle 11 is not loaded with a container, the SOC includes the reference value SOC0 and the upper limit value and the lower limit value. Is within the set tolerance.
  • the fluctuation range of the SOC in the acceleration zone Ta and the deceleration zone Td becomes wide. For this reason, as shown in FIG. 8B, the SOC may be out of the allowable range.
  • the SOC of the power storage apparatus 34 is the reference before the automatic guided vehicle 11 reaches the deceleration section Td. It is lower than the value SOC0. For this reason, the SOC is within the allowable range without exceeding the upper limit value in the deceleration zone Td. That is, as shown in FIG. 8B and FIG. 8C, by charging / discharging the power storage device 34 before the automatic guided vehicle 11 reaches the specific section, the SOC of the SOC centered on the reference value SOC0 is obtained. The fluctuation range is narrow.
  • the in-vehicle computer 21 estimates the SOC fluctuation amount ⁇ SOC of the power storage device 34 in the specific section based on the loaded weight and the running pattern, and calculates the deviation amount from the reference value SOC0 based on the fluctuation amount ⁇ SOC. Then, a target value shifted by the shift amount from the reference value SOC0 is set. The in-vehicle computer 21 adjusts the SOC of the power storage device 34 so that the SOC approaches the target value before the automatic guided vehicle 11 reaches the specific section.
  • the in-vehicle computer 21 estimates the SOC reduction amount ⁇ SOC in the acceleration section Ta based on the loaded weight and the running pattern, and sets SOC0 + ⁇ SOC / 2 as the target value. Set.
  • the specific section is the deceleration section Td
  • the in-vehicle computer 21 estimates the SOC increase amount ⁇ SOC in the deceleration section Td based on the loaded weight and the running pattern, and sets SOC0 ⁇ SOC / 2 as the target value. To do. Thereby, the fluctuation range of the SOC from the reference value SOC0 can be narrowed. Therefore, deterioration of the power storage device 34 can be suppressed.
  • the power storage device 34 having a small battery capacity corresponding to a narrow fluctuation range, the power storage device 34 can be reduced in size, cost, and environmental load. And regenerative electric power can be collect
  • the automatic guided vehicle 11 has a wider fluctuation range of the loaded weight than that of a normal vehicle such as an automobile because of loading a container or the like. For this reason, the fluctuation range of the SOC of the power storage device 34 mounted on the automatic guided vehicle 11 tends to be widened.
  • the automatic guided vehicle 11 is different from a normal vehicle in that a traveling pattern is determined in advance.
  • the present embodiment focusing on the characteristic characteristics of the automatic guided vehicle 11 described above, a configuration in which the load weight and the traveling pattern are taken into account when estimating the SOC variation ⁇ SOC of the power storage device 34. By adopting, an accurate fluctuation amount ⁇ SOC can be estimated. Thereby, the SOC of power storage device 34 can be controlled more suitably.
  • the in-vehicle computer 21 sets 1 ⁇ 2 of the fluctuation amount ⁇ SOC as the deviation amount from the reference value SOC0.
  • a temperature sensor for detecting the temperature of the power storage device 34 is provided, and the internal resistance is corrected from the detection result of the temperature sensor. May be.
  • the operation management computer 22 may store inclination information regarding the inclination of the travel route R in a predetermined storage area.
  • the operation management computer 22 may transmit the inclination information of the travel route R to the in-vehicle computer 21 in addition to the travel pattern.
  • the in-vehicle computer 21 grasps the inclination in the deceleration zone Td or the acceleration zone Ta before executing the process of step S111. Then, the in-vehicle computer 21 may estimate the regenerative power amount or the assist power amount based on the loaded weight, the running pattern, and the inclination in step S111. Thereby, the further improvement of the estimation precision of regenerative electric energy or assist electric energy can be aimed at.
  • the in-vehicle computer 21 grasps the traveling pattern and the inclination in the deceleration zone Td in step S3020 between step S1010 and step S1030. To do.
  • the in-vehicle computer 21 may estimate the SOC fluctuation amount ⁇ SOC based on the loaded weight, the running pattern, and the inclination in steps S1030 and S1040. As a result, it is possible to further improve the estimation accuracy of the fluctuation amount ⁇ SOC.
  • the processing in step S3020 corresponds to the inclination grasping unit. In the pre-acceleration processing, the inclination may be grasped, and the fluctuation amount ⁇ SOC may be estimated based on the grasp result.
  • the acceleration section Ta and the deceleration section Td are set as specific sections.
  • the present invention is not limited to this, and in short, the section in which the power storage device 34 is charged and the discharge of the power storage apparatus 34 It is only necessary that the section in which is performed is set as the specific section.
  • a downward section that is inclined downward may be set as a section where the power storage device 34 is charged, or an upward section that is inclined upward may be set as a section where the power storage device 34 is discharged. Good.
  • the current of the power storage device 34 is varied by controlling the rotational speed of the engine 31.
  • the resistance of the variable resistor may be varied while discharging while connected to the variable resistor. In short, as long as an IV plot can be created, its specific configuration is arbitrary.
  • the regenerative current or assist current is calculated based on the regenerative power amount or assist power amount and the open circuit voltage.
  • the present invention is not limited to this, and the regenerative power amount or assist power amount is calculated.
  • the regenerative current or the assist current may be calculated based on the internal resistance.
  • the internal resistance is derived before the start of traveling.
  • the present invention is not limited to this, and the internal resistance may be derived during traveling. However, in consideration of the accuracy of deriving the internal resistance, it is preferable to derive it before traveling.
  • the execution timing of the internal resistance derivation process is not limited to when the automatic guided vehicle 11 starts, but is arbitrary.
  • a configuration in which a predetermined time has elapsed since the last operation of the automatic guided vehicle 11 is completed, or a configuration in which the operation is periodically performed at a predetermined time may be employed.
  • the in-vehicle computer 21 may be configured to execute post-acceleration / deceleration processing after the automated guided vehicle 11 passes a specific section.
  • the post-acceleration / deceleration processing first, in step S401, the SOC variation ⁇ SOC estimated before reaching the specific section is measured by the SOC sensor 37.
  • a comparison process for comparing the actual fluctuation amount ⁇ SOC of the SOC of the power storage device 34 in the specific section is executed.
  • step S402 it is determined whether or not the two match. If they match, the post-acceleration / deceleration processing is terminated as it is.
  • step S403 If they are different, in step S403, they are used for estimating the fluctuation amount ⁇ SOC based on the comparison result. Is set, and the post-acceleration / deceleration processing is terminated. Then, in steps S1030 and S1040 of the next pre-deceleration process or steps S203 and S204 of the pre-acceleration process, the fluctuation amount ⁇ SOC is estimated using the correction value.
  • step S401 executed by the in-vehicle computer 21 corresponds to the comparison unit.
  • the difference between the upper limit value and the reference value SOC0 and the difference between the reference value SOC0 and the lower limit value are set to be the same.
  • the present invention is not limited to this, and for example, both may be different.
  • 1/2 of the estimated fluctuation amount ⁇ SOC is adopted as the deviation amount, but is not limited thereto, and may be other than 1/2, for example.
  • a value larger than 1 ⁇ 2 of the estimated variation ⁇ SOC is set in the pre-acceleration process.
  • the amount of deviation may be calculated, or in the pre-deceleration process, a value smaller than 1 ⁇ 2 of the estimated fluctuation amount ⁇ SOC may be calculated as the amount of deviation.
  • a value smaller than 1 ⁇ 2 of the estimated fluctuation amount ⁇ SOC in the pre-acceleration process. May be calculated as the deviation amount, or a value larger than 1 ⁇ 2 of the estimated fluctuation amount ⁇ SOC may be calculated as the deviation amount in the pre-deceleration process.
  • the target value of the prior SOC may be set so as to be wide at.
  • the time for performing pre-charging and the time for performing pre-discharging may be different.
  • the time for performing the precharge may be set longer than the time for performing the predischarge. In this case, since the amount of increase in SOC per unit time can be reduced, a reduction in fuel consumption can be suppressed.
  • the load weight is measured using the load sensor 38, but the configuration for grasping the load weight is arbitrary.
  • the load weight may be estimated from the amount of power required during acceleration, may be acquired from the operation management computer 22 by wireless communication, or the measurement result measured by the gantry crane C1 or the rubber tire crane C2 is used. You may get it.
  • the power storage device 34 is a nickel metal hydride battery or a lithium ion secondary battery, but is not limited thereto, and may be a power storage device such as an electric double layer capacitor.
  • the automatic guided vehicle 11 may stop using the engine 31 and stand by using only the electric power of the power storage device 34.
  • the power storage device 34 when the front signal of the automated guided vehicle 11 is a red signal, or when the forward guided vehicle 11 is decelerated, the power storage device 34 is discharged in advance. You may go.
  • the in-vehicle computer 21 performs a series of controls, but is not limited to this, and a plurality of control units may perform various controls. That is, the control subject of the engine 31 and the generator motors 32 and 36 is arbitrary.
  • the operation management computer 22 controls driving of the cranes C1 and C2, but is not limited to this, and another management computer may control these driving.
  • two second generator motors 36 are provided.
  • the present invention is not limited to this, and there may be three or more or one.
  • the power storage device 34 when the current voltage is higher than the target voltage in the constant speed section before the acceleration section, the power storage device 34 may be discharged so as to approach the target voltage, When the current voltage is lower than the target voltage in the previous constant speed section, the power storage device 34 may be charged so as to approach the target voltage.
  • the automatic guided vehicle 11 includes a first generator motor 32 that can generate electric power by the driving force of the engine 31 and a second electric power generation that can run the automatic guided vehicle 11 and generate regenerative power.
  • a first generator motor 32 that can generate electric power by the driving force of the engine 31
  • a second electric power generation that can run the automatic guided vehicle 11 and generate regenerative power.
  • the present invention is not limited to this.
  • it may be a hybrid vehicle of another method such as a so-called parallel method in which both functions are executed by one generator motor.
  • the automatic guided vehicle 11 includes an engine 31, a power generation motor unit that can generate electric power by the driving force of the engine 31, can run the automatic guided vehicle 11, and can generate regenerative power, and a power storage device 34. If it is, the specific configuration is arbitrary.

Abstract

L'invention porte sur un système de conduite, pour un véhicule à guidage automatique, qui est pourvu : d'un moteur à combustion ; d'une unité de moteur-générateur pouvant générer de l'énergie électrique à l'aide d'une force d'entraînement du moteur à combustion et qui est utilisée par le véhicule à guidage automatique pour le déplacement ; d'un dispositif de stockage d'énergie pouvant fournir de l'énergie électrique à l'unité de moteur-générateur et qui peut être chargé à l'aide d'une énergie électrique de récupération qui peut être générée par l'unité de moteur-générateur ; d'une unité d'estimation ; d'une unité de calcul de variation de tension ; d'une unité de régulation de tension. L'unité d'estimation estime une variation de puissance du dispositif de stockage d'énergie dans une section désignée et prédéterminée en fonction du poids porteur et du trajet de déplacement. L'unité de calcul de variation de tension calcule une variation de tension du dispositif de stockage d'énergie sur la base de la variation de puissance estimée par l'unité d'estimation et d'une résistance interne du dispositif de stockage d'énergie. L'unité de régulation de tension régule la tension du dispositif de stockage d'énergie avant que le véhicule à guidage automatique n'atteigne la section désignée sur la base du résultat de calcul de l'unité de calcul de variation de tension.
PCT/JP2013/084301 2012-12-27 2013-12-20 Système de conduite pour véhicule à guidage automatique WO2014103948A1 (fr)

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JP2012286307A JP6116089B2 (ja) 2012-12-27 2012-12-27 無人搬送車の駆動システム
JP2012-286307 2012-12-27
JP2013001102A JP5962516B2 (ja) 2013-01-08 2013-01-08 無人搬送車の駆動システム
JP2013-001102 2013-01-08

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JP2016025723A (ja) * 2014-07-18 2016-02-08 株式会社豊田自動織機 無人搬送車の搬送システム
US11442447B2 (en) * 2016-10-28 2022-09-13 Toyota Jidosha Kabushiki Kaisha Vehicle control system

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JP2000355402A (ja) * 1999-06-16 2000-12-26 Nippon Yusoki Co Ltd 無人搬送車の制御装置及び制御方法
JP2003111209A (ja) * 2001-10-03 2003-04-11 Nissan Motor Co Ltd ハイブリッド車両の制御装置
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016025723A (ja) * 2014-07-18 2016-02-08 株式会社豊田自動織機 無人搬送車の搬送システム
US11442447B2 (en) * 2016-10-28 2022-09-13 Toyota Jidosha Kabushiki Kaisha Vehicle control system

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