JP3733642B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a vehicle control device such as an auto guide vehicle (so-called AGV) that travels in a factory along guide means such as a magnetic tape provided along a moving path.
[0002]
[Prior art]
  Conventionally, the above exampleVehicleAs a control device, for example, there is a device described in JP-A-62-78613.
  In other words, while guiding signs are laid along the traveling part such as the floor part in the factory, an optical position sensor for detecting the above-mentioned guiding sign is provided on the automatic guided vehicle side, and the optimum for forward corresponding to the traveling speed is provided. Set the steering gain and the optimum steering gain for the reverse corresponding to the travel speed in the table, select the gain (loop gain) from the above table according to the forward and reverse travel modes, and set the selected gain The vehicle is steered by multiplying the operation amount.
[0003]
  This conventional vehicle control device takes into account that the steering characteristics change between forward and reverse.,Changing the steering gain described above has the advantage of preventing oversteer and understeer as much as possible, but it is difficult to change the preset gain (constant).,There was a problem that the control characteristics of the vehicle could not be set or changed arbitrarily.
[0004]
[Problems to be solved by the invention]
  According to a first aspect of the present invention, there is provided a control unit in which a control law is set for a lateral deviation amount and a steering control amount of the vehicle with respect to the guide means such as a guide tape, and the steering control is performed by the control unit. Steering control characteristics can be set arbitrarily and can be easily changedAndAn object of the present invention is to provide a vehicle control device capable of improving followability (responsiveness) and running stability by switching control laws between speed and deceleration.
[0005]
  Claims of the invention2The invention described is the above claim.1In conjunction with the object of the invention described, the acceleration control law isControl the running speed of the vehicleThe speed control amount is set to be large, and the deceleration control law isControl the running speed of the vehicleAn object of the present invention is to provide a vehicle control device that can reliably improve followability (responsiveness) and running stability by setting the speed control amount to be small.The
[0006]
[Means for Solving the Problems]
  According to a first aspect of the present invention, there is provided a control device for a vehicle that travels along the guide means by detecting the position of the guide means provided along the movement path by a guide sensor on the vehicle side. A control unit that sets a control law between the lateral deviation amount of the vehicle and the steering control amount with respect to the guide means is provided, and the steering control is performed by the control unit.At the same time, the control unit controls the traveling speed of the vehicle, and the control law is added.The vehicle control device includes a speed control law and a deceleration control law, and switches and sets the control law between acceleration and deceleration.
[0007]
  Claims of the invention2The invention described is the above claim.1In addition to the configuration of the invention described above, the acceleration control law isControl the running speed of the vehicleThe speed control amount is set to be large, and the deceleration control law isControl the running speed of the vehicleThe vehicle control device is set so that the speed control amount is small.The
[0008]
[Action and effect of the invention]
  According to the first aspect of the present invention, the vehicle-side guide sensor detects the position of the guide means provided along the movement path, causes the vehicle to travel along the guide means, and The control unit to which the control law is set steers the vehicle with a steering control amount corresponding to the lateral deviation amount of the vehicle with respect to the guide means.At the same time, the traveling speed of the vehicle is controlled.
  As described above, since the vehicle is steered using the above-mentioned control law, the steering control characteristic can be arbitrarily set and can be easily changed.The
[0009]
  MoreoverSince the acceleration control law and the deceleration control law are switched and set according to the acceleration / deceleration of the vehicle, it is possible to improve the follow-up and responsiveness to speed up (acceleration) and speed down (deceleration) There is an effect that the running stability can be improved.
[0010]
  Claims of the invention2According to the described invention, the above claims1In addition to the effects of the described invention, the control law for acceleration isTo control the speed of the vehicleThe speed control amount is set to be large, and the deceleration control law isTo control the speed of the vehicleSince the speed control amount is set to be small, there is an effect that the followability, responsiveness and running stability can be improved more reliably by setting the control law during acceleration / deceleration.The
[0011]
【Example】
  An embodiment of the present invention will be described in detail with reference to the drawings.
  The drawings show a vehicle control device. In FIGS. 1 and 2, a magnetic guide tape (hereinafter simply referred to as a guide tape) 2 as an example of a guide means is laid on a floor 1 along a moving path (traveling course). On the side of a self-propelled vehicle 3 (so-called AGV) as an unmanned mobile vehicle, a left drive wheel 4, a right drive wheel 5, a driven wheel 6 having a left free wheel configuration, and a right free wheel configuration. And guide sensors 8 and 8 arranged in a direction perpendicular to the above-described guide tape 2 and at the front and rear of the vehicle, respectively, and when traveling forward (the left side in FIGS. 1 and 2) The guide sensor 8 is configured such that the rear side guide sensor 8 is used when reversing.
[0012]
  The left and right drive motors independently drive each of the drive wheels 4 and 5 while providing an address sensor 10 for detecting an address plate 9 as a speed command address means provided at a predetermined location on the moving path. 11 and 12, the lateral displacement (lateral displacement) of the self-propelled vehicle 3 with respect to the guide tape 2 is configured to be steered by the difference in rotational speed between the left and right drive wheels 4 and 5.
[0013]
  As shown in FIG. 3, the above-described guide sensor 8 has a plurality of, for example, 16 point sensors P1 to P16 arranged in a direction intersecting with the guide tape 2, and the guide tape 2 is moved by these point sensors P1 to P16. Configured to detect.
[0014]
  In this embodiment, the above-described guide tape 2 is set to a magnetic tape (magnetic recording medium), while each of the above-described point sensors P1 to P16 is set to a magnetic Hall element as an example of a magnetic sensor, and the floor portion 1 or It is not affected by dirt on the road surface, and is always configured to ensure good magnetic detection accuracy.
[0015]
  FIG. 4 shows a control circuit of the vehicle control device. The CPU 20 is operated according to a program stored in the ROM 13 based on necessary inputs from the guide sensors 8 and 8 and the address sensor 10, and the operation display unit 14 and the motor drive unit 15. 16 and the RAM 17 stores a map M1 as a control rule as shown in FIG.
  Further, a control unit comprising a CPU (20) and a RAM (17) controls the traveling speed of the self-propelled vehicle 3 as a vehicle.
[0016]
  Here, the above-described operation display unit 14 displays necessary operation states such as start and stop of the vehicle, and the left motor drive unit 15 controls driving of the left drive wheel 4 via the drive motor 11 on the same side. The right motor drive unit 16 controls the drive of the right drive wheel 5 via the drive motor 12 on the same side.
[0017]
  In the map M1 as a control law shown in FIG. 3, the number of point sensors P1 to P16 (corresponding to the amount of lateral displacement of the vehicle with respect to the guide tape 2) is taken on the horizontal axis, and the rotational speeds of the left and right motors 11 and 12 are taken on the vertical axis. In the map (corresponding to the steering control amount), the numerical value “255” on the vertical axis means motor full rotation, and the numerical value “0” means motor stop.
[0018]
  In FIG. 3, CL <b> 1 represents the center of the self-propelled vehicle 3, and CL <b> 2 represents the center of the guide tape 2. When the centers CL1 and CL2 coincide with each other, it indicates that the lateral displacement amount of the self-propelled vehicle 3 is zero, and the center CL1 and the center CL2 are separated as shown in the figure.whileIf it is, it indicates that the self-propelled vehicle 3 is shifted by a lateral shift amount ΔL.
  For convenience of explanation, FIG. 3 shows a state in which the self-propelled vehicle 3 is shifted to the right side by a lateral displacement amount ΔL, and the self-propelled vehicle 3 needs to be steered to the left side by the difference in rotational speed between the left and right drive motors 11 and 12. It shows that there is.
[0019]
  In this case, the CPU 20 detects the guide tape 2 with the guide sensor 8, calculates the center of gravity of the point sensors P5 to P9 that are ON, calculates its own position with respect to the center CL2 of the guide tape 2, and obtains the lateral deviation amount ΔL. Then, the rotational speeds of the left and right motors 11 and 12 corresponding to the obtained lateral deviation amount ΔL are read from the map M1 stored in the RAM 17, and the left motor 11 is driven with the numerical value “180”, and the numerical value “230”. The right motor 12 is driven, and the self-propelled vehicle 3 is steered to the left side by the difference in rotational speed between the left and right drive wheels 4 and 5, and the self-propelled vehicle 3 is controlled to the center position of the guide tape 2 (direction correction). )
[0020]
  The straight-ahead control, the left turn control, and the right turn control of the self-propelled vehicle 3 are as follows.
  In the case of straight-ahead control, the center of gravity of the guide sensor 2 is calculated by calculating the center of gravity from the bit of the point sensor that is turned on in the guide sensor 8, and the center position of the guide tape 2 is calculated, and in the case of left-turn control, the point sensor is turned on. The leftmost bit is detected, the center position of the guide tape 2 is obtained after correction, and left turn control is performed. In the case of right turn control, the rightmost bit with the point sensor ON is detected, and the guide is corrected. The center position of the tape 2 is obtained and right turn control is performed.
[0021]
  Thus, the self-propelled vehicle 3 is steering-controlled using the above-described control law (see the map M1 in FIG. 3).WhenThe steering control characteristic can be arbitrarily set and can be easily changed.
  In addition, the above-mentioned control law is set in a map M1 (a map assigned in advance to the RAM 17 as a data memory).ThenThe steering control amount (the rotational speed of the left and right motors 11 and 12 in the case of FIG. 3) can be easily set, corrected, and changed with respect to the lateral deviation amount ΔL of the self-propelled vehicle 3. Since the correspondence according to the weight and the versatility are good and the steering control amount can be used by reading from the map M1, unlike the conventional method using the gain (constant), there is no need for calculation, and the calculation time. The calculation load can be reduced to zero, and it is possible to easily cope with the change of the traveling course (including the change of the radius of curvature at the curved portion) by the guide tape 2 of the floor 1. There is an effect that can.
[0022]
  5 to 8 show other embodiments of the vehicle control device.(Example disclosure)In this embodiment, the circuit device shown in the previous figure is also used. However, in this embodiment, maps M2, M3, and M4 shown in FIGS. 5, 6, and 7 are used in place of the map M1 in FIG.
[0023]
  The high speed map M2 as a control law shown in FIG. 5 is a map in which the horizontal axis represents the guide tape position and the vertical axis represents the rotation speeds of the left and right motors 11 and 12. The high speed map M2 is, for example, the vehicle speed. Corresponds to an area of 30 to 60 m / min.
  A medium speed map M3 as a control law shown in FIG. 6 is a map with the horizontal axis indicating the guide tape position and the vertical axis indicating the rotational speeds of the left and right motors 11 and 12, and this medium speed map M3 is, for example, This corresponds to an area of 15-30 m / min of the host vehicle speed.
[0024]
  A low speed map M4 as a control law shown in FIG. 7 is a map in which the horizontal axis represents the guide tape position and the vertical axis represents the rotational speeds of the left and right motors 11 and 12, and the low speed map M4 is, for example, the vehicle speed. Corresponds to an area of 5 to 15 m / min.
  In FIGS. 5, 6, and 7, the solid line is control data for the left motor 11, and the dotted line is control data for the right motor 12.
[0025]
  Moreover, in the total of three maps M2, M3, and M4 shown in each figure, the difference in rotational speed between the left and right drive wheels 4, 5, in other words, the difference in rotational speed between the left and right motors 11 and 12, A, B, and C is the own vehicle speed. Is set to become smaller as the speed increases. That is, each control data is set so that the relational expression of A <B <C is satisfied. This is because the vehicle speed is high when traveling at high speed, so that the speed difference between the left and right drive wheels 4 and 5 is reduced during steering to ensure traveling stability.
  Vehicle control apparatus configured in this way(Example disclosure)The operation will be described in detail below with reference to the flowchart shown in FIG.
[0026]
  In the first step S1, the CPU 20 determines whether or not it is activated, and proceeds to the second step S2 at the time of activation.
  In the second step S2, the CPU 20 sets a low speed map M4 as a low speed control law.
  Next, in the third step S3, the CPU 20 determines whether or not the address plate 9 has been detected based on the output of the address sensor 10, and skips to the eleventh step S11 when determining NO, while the next fourth step when determining YES. The process proceeds to step S4.
[0027]
  In the fourth step S4, the CPU 20 reads the data (address data) of the address plate 9 via the address sensor 10.
  Next, in the fifth step S5, the CPU 20 determines whether or not it is a high-speed command based on the read address data, and skips to the seventh step S7 when determining NO, while moving to the next sixth step S6 when determining YES. To do.
  In this sixth step S6, the CPU 20 sets a high speed map M2 as a high speed control law.
[0028]
  Next, in a seventh step S7, the CPU 20 determines whether or not it is a medium speed command. When NO is determined, the CPU 20 skips to the ninth step S9, but when YES is determined, proceeds to the next eighth step S8.
  In the eighth step S8, the CPU 20 sets a medium speed map M3 as a medium speed control law.
[0029]
  Next, in the ninth step S9, the CPU 20 determines whether or not the low-speed setting is set. When NO is determined, the CPU 20 skips to the eleventh step S11. When YES is determined, the CPU 20 proceeds to the next tenth step S10, and in the tenth step S10. The CPU 20 sets a low speed map M4 as a low speed control law.
[0030]
  Next, in the eleventh step S11, the CPU 20 calculates the position of the guide tape 2 based on the outputs of the point sensors P1 to P16, and in the next twelfth step S12, the CPU 20 calculates the motor rotation speed, In 13 step S13, the CPU 20 sets the motor rotation speed as a calculation result, and in the next 14th step S14, the CPU 20 drives the motors 11 and 12.
[0031]
  That is, when the vehicle speed is high, the left and right motors 11 and 12 are driven using the high speed map M2, and when the vehicle speed is medium, the left and right motors 11 and 12 are driven using the medium speed map M3. When the host vehicle speed is low, the left and right motors 11 and 12 are driven using the low speed map M4, and when there is a lateral shift, according to the rotational speed differences A, B, and C corresponding to the respective traveling speeds. Steering (direction correction) is executed.
[0032]
  Next, in the fifteenth step S15, the CPU 20 determines whether or not it is a stop command based on the address plate data and the like. When NO is determined, the process returns to the third step S3. When YES is determined, the CPU 20 moves to the next sixteenth step S16. In this sixteenth step S16, the CPU 20 stops driving the left and right motors 11 and 12, and ends a series of processes.
[0033]
  In this way, a plurality of control laws (refer to the respective maps M2, M3, and M4 shown in FIGS. 5, 6, and 7) are set in accordance with the traveling speed of the own vehicle 3, so that the control corresponding to the own vehicle speed is performed. By selecting a law, it is possible to obtain a steering control amount corresponding to the vehicle speed, and as a result, it is possible to ensure traveling stability, particularly traveling stability at high speeds.
[0034]
  In addition, since the difference in rotational speed between the left and right drive wheels 4 and 5 during steering (see A <B <C) becomes smaller as the vehicle travels at a higher speed, the left and right drive wheels 4 and 5 corresponding to the travel speed are reduced. This makes it possible to execute the steering according to the above and to ensure traveling stability.
[0035]
  Further, the speed command address means (see the address plate 9) provided in the movement path is set by switching the control law (see the maps M2, M3, and M4) detected by the address sensor 10 on the vehicle side. There is an effect that the switching of the rules is easy and appropriate. Other effects are the same as in the previous embodiment.
[0036]
  9 and 10 are vehicle control devices.The fruitExamples(Corresponding to claims 1 and 2)In this example alsoAs shown in FIGS.A circuit device is used. However, in this embodiment, the RAM 17 isAs an acceleration control law and a deceleration control lawThe acceleration / deceleration map M5 shown in FIG. 9 is stored.
[0037]
  A map M5 as a control law shown in FIG. 9 is an acceleration / deceleration map in which the horizontal axis represents the guide tape median value and the vertical axis represents the rotational speeds of the left and right motors 11 and 12, and the solid line represents the left motor 11. The dotted line is the acceleration / deceleration data for the motor 12 on the right side.
[0038]
  Moreover, the acceleration control rules a and c are the speed control amounts (see the motor rotation speed reference) for the vehicle lateral deviation small region (see line e).A control amount for controlling the traveling speed of the self-propelled vehicle 3) Is set to be large, and the deceleration control laws b and d are the speed control amount (see the motor rotation speed reference) in the vehicle lateral deviation small region (see line e).A control amount for controlling the traveling speed of the self-propelled vehicle 3) Is set to be small. In other words, a predetermined hysteresis is provided between the acceleration side control data and the deceleration side control data. In FIG. 9, the acceleration control law and the deceleration control law are configured in one map M5, but it is needless to say that these may be configured in separate maps.
  The operation of the thus configured vehicle control apparatus will be described in detail below with reference to the flowchart shown in FIG.
[0039]
  In the first step S21, the CPU 20 determines whether or not it is activated, and proceeds to the next second step S22 when YES is determined.
  In this second step S22, the CPU 20 sets acceleration control laws a and c. Next, in the third step S23, the CPU 20 calculates the position of the guide tape 2 based on the outputs of the point sensors P1 to P16 of the guide sensor 8.
[0040]
  Next, in a fourth step S24, the CPU 20 calculates the motor rotation speed, and in a fifth step S25, the CPU 20 stores the calculated motor rotation speed value in a predetermined area of the RAM 17, for example.
  Next, in the sixth step S26, the CPU 20 sets the motor rotation speed, and in the next seventh step S27, the CPU 20 drives the left and right motors 11, 12 at the set speed.
[0041]
  In the next eighth step S28, the CPU 20 determines whether or not it is a stop command based on the address plate data and the like. When YES is determined, the process proceeds to the next ninth step S29, and in the ninth step S29, the CPU 20 While the driving of the motors 11 and 12 is stopped, when NO is determined, the process proceeds to another tenth step S30.
  In the tenth step S30, the CPU 20 calculates the position of the guide tape 2 based on the outputs of the point sensors P1 to P16 of the guide sensor 8, and in the next eleventh step S31, the CPU 20 calculates the motor rotation speed.
[0042]
  Next, in the twelfth step S32, the CPU 20 compares the stored value (current value) stored in the RAM 17 with the calculated value (updated value) calculated in the eleventh step S31 described above to determine whether acceleration is decelerating. judge.
  At the time of acceleration where the stored value ≦ the calculated value, the process proceeds to the next thirteenth step S33, while at the time of deceleration where the stored value> the calculated value, the process proceeds to another 14th step S34.
[0043]
  In the thirteenth step S33, the CPU 20 sets the acceleration control laws a and c. In the fourteenth step S34, the CPU 20 sets the deceleration control laws b and d.
  Since the control law set in response to acceleration / deceleration is reflected in the motor drive in the above-described seventh step S27 by the iterative process of the flowchart, the response can be improved during acceleration, and during deceleration, It is possible to improve the responsiveness to the updated value and improve the running stability.
[0044]
  That is, since the acceleration control laws a and c and the deceleration control laws b and d are switched according to the acceleration / deceleration of the vehicle, the followability and response to speed up (acceleration) and speed down (deceleration) are improved. In addition, it is possible to improve the running stability.
[0045]
  Moreover, the acceleration control laws a and c are used for the vehicle lateral deviation small region (see line e).To control the traveling speed of self-propelled vehicle 3The speed control amount is set to be large, and the deceleration control laws b and d, Where the traveling speed of the self-propelled vehicle 3 is controlledSince the speed control amount is set to be small, there is an effect that followability, responsiveness, and running stability can be improved more reliably by setting switching of the control law during acceleration / deceleration. The effect of using the map M5 is the same as in the previous embodiments.
[0046]
  11 to 13 show still another embodiment of the vehicle control device.(Example disclosure)In this embodiment, the circuit device shown in the previous figure is also used. However, in this embodiment, the RAM 17 stores a forward map M6 shown in FIG. 11 and a backward map M6 shown in FIG.
[0070]
  The forward map M6 shown in FIG. 11 has a guide tape median value on the horizontal axis, a speed control value on the vertical axis, specifically, left and right motor rotation speeds (the solid line is for the left motor 11, the dotted line is the right motor). 12 is a control law, and the reverse map M7 shown in FIG. 12 takes the median value of the guide tape on the horizontal axis, the speed control value on the vertical axis, specifically, the left and right motor rotation speeds (solid lines are The control law is for the motor 11 on the left side and the dotted line is for the motor 12 on the right side.
[0047]
  In the embodiment shown in FIGS. 11 to 13, the left and right drive wheels 4 and 5 and the guide sensors 8 and 8 are moved forward and backward (the left and right guide sensors in FIG. The map M6 and M7 are switched and used corresponding to the forward / backward movement.
  The operation of the thus configured vehicle control apparatus will be described in detail below with reference to the flowchart shown in FIG.
[0048]
  In the first step S41, the CPU 20 determines whether or not it is activated. If YES is determined, the process proceeds to the next second step S42.
  In this second step S42, the CPU 20 determines whether or not the vehicle is moving forward. When NO is determined, the CPU 20 skips to the fourth step S44, whereas when YES is determined, the CPU 20 proceeds to the next third step S43.
  In the third step S43, the CPU 20 sets a forward map M6 as a forward control law.
[0049]
  Next, in the fourth step S44, the CPU 20 determines whether or not the vehicle is moving backward. If NO, the CPU 20 skips to the sixth step S46. If YES, the CPU 20 proceeds to the next fifth step S45.
  In this fifth step S45, the CPU 20 sets a reverse map M7 as a reverse control law.
[0050]
  Next, in the sixth step S46, the CPU 20 calculates the position of the guide tape 2 based on the outputs of the point sensors P1 to P16 of the guide sensor 8, and in the next seventh step S47, the CPU 20 calculates the motor rotation speed. In the eighth step S48, the CPU 20 sets the calculation result as the motor rotation speed.
[0051]
  Next, in the ninth step S49, the CPU 20 determines whether or not the vehicle is moving forward. When the determination is NO, the CPU 20 skips to the eleventh step S51, and when the determination is YES, the CPU 20 proceeds to the next tenth step S50.
  In this tenth step S50, the CPU 20 drives the left and right motors 11 and 12 forward, and when the steering is necessary, the difference between the left and right speeds in the above-described motor rotation speed reflecting the read value from the forward map M6. The self-propelled vehicle 3 is steered (direction correction).
[0052]
  At the next eleventh step S51, the CPU 20 determines whether or not the vehicle is moving backward. When NO is determined, the CPU 20 skips to the thirteenth step S53. When YES is determined, the CPU 20 proceeds to the next twelfth step S52.
  In this twelfth step S52, the CPU 20 drives the left and right motors 11 and 12 backward, and when the steering is necessary, the difference between the left and right speeds in the above-mentioned motor rotation speed reflecting the read value from the reverse map M7. The self-propelled vehicle 3 is steered (direction correction).
[0053]
  Next, in the thirteenth step S53, the CPU 20 determines whether or not it is a stop command based on the address plate data and the like. If YES, the process skips to the sixteenth step S56. If NO, the process proceeds to the next fourteenth step S54.
  In this fourteenth step S54, the CPU 20 determines whether or not the address plate 9 has been detected based on the output of the address sensor 10. When NO is determined, the process returns to the sixth step S46, while when YES is determined, the next fifteenth step. The process proceeds to S55.
[0054]
  In the fifteenth step S55, the CPU 20 determines whether or not the code of the address plate 9, that is, the address code, is a stop code. If NO is determined, the process returns to the sixth step S46. If YES is determined, the CPU 16 returns to the next sixteenth step S56. Transition.
  In the sixteenth step S56, the CPU 20 stops the left and right motors 11 and 12, and ends the series of processes.
[0055]
  In this way, the forward map M6 and the reverse motor M7 are switched and set in accordance with the forward and backward travel of the self-propelled vehicle 3.WhenThere is an effect that even when the relative positional relationship between the drive wheels 4 and 5 and the guide sensor 8 changes between forward and reverse, it can sufficiently cope with the change. The effect of using the maps M6 and M7 is the same as in the previous embodiments.
[0056]
  FIG. 14 shows another embodiment of the self-propelled vehicle 3 of the two-wheel drive type. In this embodiment, left and right drive wheels 4 and 5 and left and right motors are mounted on a base 22 that can be rotated around a steering sensor 21. 11 and 12 are provided, and even if the previous embodiment is applied to the two-wheel drive type self-propelled vehicle 3 configured as described above, the same operation and effect are obtained. The same parts are denoted by the same reference numerals, and detailed description thereof is omitted.
[0057]
  15 to 20 show still another embodiment of the vehicle control apparatus.(Example disclosure)In the previous embodiments, a two-wheel drive type vehicle is illustrated, but in this embodiment, a one-wheel drive type vehicle is shown.
  That is, a driving wheel 24 and a traveling motor 25 that rotates the driving wheel 24 forward and backward are disposed on the rotary base 23, while a steering motor 26 is provided separately from the traveling motor 25. The reverse rotational force is transmitted to the rotation base 23 by a gear meshing structure or power transmission means such as a V belt, a timing belt, or a chain, and is configured to execute steering. Reference numerals 27 and 28 are driven wheels having a non-universal wheel configuration or a universal wheel configuration. In FIG. 15, the same parts as those in the previous figure are denoted by the same reference numerals.
[0058]
  FIG. 16 shows a control circuit of the vehicle control device shown in FIG. 15, and the CPU 30 operates the operation display unit 14 and each motor drive according to the program stored in the ROM 29 based on the input from the guide sensor 8 and the address sensor 10. The units 33 and 32 are driven and controlled, and the RAM 33 stores necessary data and maps such as maps M8, M9, and M10 (see FIGS. 17, 18, and 19) as control rules.
[0059]
  Here, the motor drive unit 31 described above drives the drive wheels 24 forward and backward via the travel motor 25, and the drive unit 32 performs steering via the steering motor 26.
  A map M8 shown in FIG. 17 is a high speed map in which the horizontal axis represents the guide tape position and the vertical axis represents the steering speed value of the steering motor 26. The high speed map M8 is, for example, 30-60 m / min of the host vehicle speed. Corresponds to the area.
[0060]
  A map M9 shown in FIG. 18 is a medium speed map in which the horizontal axis represents the guide tape position and the vertical axis represents the steering speed value of the steering motor 26. This medium speed map M9 is, for example, 15-30 m / s of the own vehicle speed. Corresponds to the minutes area.
  A map M10 shown in FIG. 19 is a low speed map in which the horizontal axis represents the guide tape position and the vertical axis represents the steering speed value of the steering motor 26. The low speed map M10 is, for example, 5 to 15 m / min of the own vehicle speed. Corresponds to the area.
[0061]
  That is, a plurality of maps M8, M9, and M10 are provided as control laws for high speed, medium speed, and low speed that are substantially proportional to the host vehicle speed, and steering corresponding to the host vehicle speed is made by switching setting of these maps M8, M9, and M10. 17, 18, and 19, the solid line indicates the left-direction corrected speed value (for example, the forward rotation speed value of the steering motor 26), and the dotted line indicates the right-direction corrected speed value (for example, The reverse rotation speed value of the steering motor 26).
[0062]
  The operation of the thus configured vehicle control apparatus will be described in detail below with reference to the flowchart shown in FIG.
  In the first step S61, the CPU 30 determines whether or not it is activated. When YES is determined, the process proceeds to the next second step and 62.
  In the second step S62, the CPU 30 sets a low speed map M10 as a low speed steering speed control law corresponding to the time of activation.
[0063]
  Next, in the third step S63, the CPU 30 determines whether or not the address plate 9 is detected based on the output of the address sensor 10, and skips to the 14th step S74 when determining NO, while the next fourth step S64 when determining YES. Migrate to
  In this fourth step S64, the CPU 30 executes reading of the address data via the address sensor 10.
[0064]
  Next, in the fifth step S65, the CPU 30 determines whether or not it is a high-speed command. When NO is determined, the CPU 30 skips to the eighth step S68, but when YES is determined, the process proceeds to the next sixth step S66.
  In this sixth step S66, the CPU 30 sets a high-speed map M8 as a high-speed steering speed control law, and in the next seventh step S67, the CPU 30 sets the traveling speed to a high speed.
[0065]
  Next, in the eighth step S68, the CPU 30 determines whether or not it is a medium speed command. When NO is determined, the CPU 30 skips to the eleventh step S71, but when YES is determined, the process proceeds to the next ninth step S69.
  In the ninth step S69, the CPU 30 sets the medium speed map M9 as the medium speed steering speed control law, and in the next tenth step S70, the CPU 30 sets the traveling speed to the medium speed.
[0066]
  Next, in the eleventh step S71, the CPU 30 determines whether or not it is a low speed command. When NO is determined, the CPU 30 skips to the fourteenth step S74, but when YES, the process proceeds to the next twelfth step S72.
  In the twelfth step S72, the CPU 30 sets a low speed map M10 as a low speed steering speed control law, and in the next thirteenth step S73, the CPU 30 sets the traveling speed to a low speed.
[0067]
  Next, in the fourteenth step S75, the CPU 30 produces the position of the guide tape 2, in other words, the lateral displacement amount of the self-propelled vehicle 3 based on the outputs from the point sensors P1 to P16 in the guide sensor 8.
  Next, in the fifteenth step S75, the CPU 30 calculates the steering speed. In the next sixteenth step S76, the CPU 30 sets the steering speed. In the next seventeenth step S77, the CPU 30 drives the steering motor 26.
[0068]
  Next, in 18th step S78, the CPU 30 drives the traveling motor 25, and in the next 19th step S79, the CPU 30 determines whether or not it is a stop command based on the address plate data or the like, and when NO is determined, the 3rd step S63. On the other hand, when YES is determined, the process proceeds to the next twentieth step S80, and in the twentieth step S80, the CPU 30 stops driving the travel motor 25 and ends the series of processes.
[0069]
  In short, the guide sensor 8 on the self-propelled vehicle 3 side detects the position of the guide means (refer to the guide tape 2) provided on the floor 1, and causes the self-propelled vehicle 3 to travel along the guide means, The control unit (see RAM 33 and CPU 30) in which the above-described mops M8, M9, and M10 are set is configured to drive one wheel with a steering control amount (see steering speed value) corresponding to the lateral deviation amount of the self-propelled vehicle 3 with respect to the guide tape 2. Steering control (direction correction) of the drive wheels 24 is performed.
[0070]
  As described above, the driving (running) of the self-propelled vehicle 3 and the steering of the self-propelled vehicle 3 are separately performed and the steering control is performed.WhenThe followability of the self-propelled vehicle 3 can be improved as compared with the two-wheel drive type, and maps M8, M9, and M10 are used as control laws.WhenThe data can be easily set, corrected and changed.
[0071]
  Further, a plurality of maps M8, M9, M10 are switched and set corresponding to the magnitude of the driving degree of the self-propelled vehicle 3 (see high speed, medium speed, and low speed).WhenThere is an effect that it is possible to secure the steering speed according to the own vehicle speed and to improve the followability and the running stability. In this embodiment, the magnitude of the traveling speed is divided into three stages of high speed, medium speed, and low speed, and maps M8, M9, and M10 corresponding to these are provided. It may be divided into In addition, the one-wheel drive type is effective when the number of casters as driven wheels is large.
[0072]
  In the correspondence between the configuration of the present invention and the above-described embodiment,
  The guide means of the present invention corresponds to the guide tape 2 of the embodiment,
  Similarly,
  The control law is,Map M5Corresponding to
  The control unit is RAM 17And CPU2To zeroCorrespondingly,
  The address means corresponds to the address plate 9,
  The present invention is not limited to the configuration of the above-described embodiment.
[0073]
  For example, the combination of the guide tape 2 and the point sensors P1 to P16 may be a combination of a light reflecting element such as a white line and a photoelectric sensor, or a linear body that generates a magnetic field by applying an induced current, and a cylinder A combination with a probe coil in which a coil is wound around a shape bobbin may be used.
[0074]
  MaSystemThe rule is not limited to a map, and may be a control rule based on a calculation formula or an arithmetic formula.
  Further, the map M5 shown in FIG. 9 may be stored in the RAM separately in the acceleration map and the deceleration map.
[Brief description of the drawings]
[Figure 1]carBoth control unitsSelf-propelled vehiclesSide view.
FIG. 2 is a plan view showing the relationship between the guide tape and the vehicle.
FIG. 3 is an explanatory diagram showing a relationship between a lateral deviation amount of a vehicle and a control law.
FIG. 4 is a control circuit block diagram.
FIG. 5 is an explanatory diagram of a high-speed map.
FIG. 6 is an explanatory diagram of a medium speed map.
FIG. 7 is an explanatory diagram of a low speed map.
FIG. 8 is a flowchart showing vehicle control.
FIG. 9 is an explanatory diagram of an acceleration / deceleration map.
FIG. 10 is a flowchart showing acceleration / deceleration control.
FIG. 11 is an explanatory diagram of a forward map.
FIG. 12 is an explanatory diagram of a reverse map.
FIG. 13 is a flowchart showing forward / reverse control.
FIG. 14 Other vehicleExampleFIG.
FIG. 151Wheel drive type carBothFIG.
FIG. 16 is a control circuit block diagram.
FIG. 17 is an explanatory diagram of a high-speed map.
FIG. 18 is an explanatory diagram of a medium speed map.
FIG. 19 is an explanatory diagram of a map for low speed.
FIG. 20 is a flowchart showing vehicle control.
[Explanation of symbols]
  2... guide tape(Guide means)
  3 ... Self-propelled vehicle(vehicle)
  17... RAM(Control part)
  20... CPU(Control part)
  M5…map(Acceleration control law, deceleration control law)

Claims (2)

A control device for a vehicle that travels along the guide means by detecting the position of the guide means provided along the movement path with a guide sensor on the vehicle side,
A control unit is provided that sets a control law between the lateral deviation amount of the vehicle and the steering control amount with respect to the guide means,
Both when steering control by the control unit, the control unit controls the running speed of the vehicle,
The control law includes an acceleration control law and a deceleration control law.
Control equipment of <br/> vehicle for setting switching the control law at the time of acceleration and deceleration. The acceleration control law is set so that the speed control amount for controlling the traveling speed of the vehicle in the vehicle lateral deviation amount small region is increased
Control equipment of a vehicle of the deceleration control law <br/> claim 1, wherein the speed control amount for controlling the traveling speed of the vehicle in the vehicle lateral deviation small area is set to be small.

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