JP5730065B2 - Mobile device, control method and program for mobile device - Google Patents

Description

  The present invention relates to a mobile device, a control method for the mobile device, and a program.

  In printing factories, production sites, distribution centers, etc., unmanned transport devices that automate logistics are introduced. As a method of moving the transfer device from a certain point to a target point, there is a guide method in which the transfer device travels along a guide line. For example, a magnetic induction type transport device recognizes a guide line by a magnetic sensor detecting a magnetic tape that is a guide line, and travels along the guide line (see, for example, Patent Document 1).

  However, when a plurality of guide lines intersect, the transport apparatus may erroneously recognize the guide lines for traveling. Therefore, for example, one guide line out of two intersecting guide lines is removed. Dead reckoning navigation is used when the transport device is driven along the removed guide line. Dead reckoning navigation is navigation in which the transport device autonomously travels along a virtual guide line. The transport device continues to travel by switching from the guidance method to dead reckoning as necessary and from dead reckoning to guidance method.

Japanese Patent Laid-Open No. 10-097319

  However, when the navigation of the transfer device is switched from dead reckoning to guidance, the wheels that drive or steer the transfer device respond to errors (deviations) caused by switching between dead reckoning and guidance. In some cases, vibrations may occur in the transfer device. The vibration of the conveying device impairs its stable running, and in some cases, the conveyed product may drop from the conveying device.

  The present application has been made in view of such circumstances, and an object thereof is to provide a mobile device, a control method for the mobile device, and a program capable of smoothly switching from dead reckoning navigation to a guidance method.

A moving device according to the present application includes a detecting unit that detects a positional deviation with respect to a guide line, and a calculating unit that calculates a positional deviation with respect to a virtual guiding line according to dead reckoning, and the position deviation detected by the detecting unit or the calculating unit In the moving device that calculates the control amount related to the movement based on the position deviation calculated by the calculation means for calculating the moving distance from the position when the guide line and the virtual guiding line cross each other. Or a time measuring means for measuring an elapsed time from the time of passing through the position, and a means for starting a predetermined countdown when the calculating means calculates a predetermined distance, or when the time measuring means measures a predetermined time, and until completed from the time the said means has started the countdown, bond linking position deviation the position deviation detecting means detects and said calculation means has calculated And stage, on the basis of the positional deviation which the coupling means are attached, characterized in that it comprises a means for calculating a control amount according to the movement.

The moving apparatus according to the present application includes coupling means for coupling the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line according to dead reckoning. The moving device calculates a control amount related to the movement based on the positional deviation combined by the combining means.
Further, in the moving device according to the present application, when the moving device passes through a position where the guide line and the virtual guide line intersect, the connecting unit combines the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line.

  The moving apparatus according to the present application is characterized in that the coupling means adds or multiplies the position deviation detected by the detection means and the position deviation calculated by the calculation means.

  In the mobile device according to the present application, the coupling means adds or multiplies the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line according to dead reckoning.

The moving device according to the present application is characterized in that a position where the guide line and the virtual guide line intersect is a position where the guide line and the virtual guide line are connected.

  In the moving device according to the present application, when the moving device passes the position where the guide line and the virtual guide line are connected, the combining unit combines the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line.

Mobile device according to the present application, the guiding line is straight, the virtual induction line is characterized curved Tei Rukoto.

  In the moving device according to the present application, when the moving device passes the position where the linear guide line and the curved virtual guide line are connected, the combining unit combines the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line. .

The moving apparatus according to the present application includes: a first weighting unit that applies a first weight to the position deviation calculated by the calculation unit; and a second weighting unit that applies a second weight to the position deviation detected by the detection unit, The combining means is characterized in that the first weighting means combines the position deviation with the first weight and the second weighting means with the second weighted position deviation.
In the moving apparatus according to the present application, the combining unit combines the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line to which the first and second weights are added, respectively.

A moving device according to the present application includes a detecting unit that detects a positional deviation with respect to a guide line, and a calculating unit that calculates a positional deviation with respect to a virtual guiding line according to dead reckoning, and the position deviation detected by the detecting unit or the calculating unit In the moving device that calculates the control amount related to movement based on the position deviation calculated by Second weighting means for assigning a second weight, combining means for combining the position deviation to which the first weighting means assigned the first weight, and the position deviation to which the second weighting means assigned the second weight, and the combining means And a means for calculating a control amount related to movement based on the positional deviation combined.
In the moving apparatus according to the present application, the combining unit combines the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line to which the first and second weights are added, respectively.

  The moving apparatus according to the present application includes a changing unit that changes the first weight and / or the second weight according to the passage of time, the moving distance, or the position.

  In the moving apparatus according to the present application, the changing means changes the first and / or second weights to be added to the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line according to the passage of time, the moving distance, or the position.

  The moving apparatus according to the present application is characterized in that the changing means changes the first weight and the second weight in a reciprocal manner.

  In the moving apparatus according to the present application, the changing unit reciprocally changes the first and second weights to be added to the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line.

  In the moving device according to the present application, the detection unit includes a guide line detection unit that detects a guide line, and the change unit detects the first weight based on a time or a position at which the guide line detection unit detects the guide line. And / or starting to change the second weight.

  In the moving device according to the present application, the changing means changes the first and / or second weights attached to the position deviation with respect to the guide line and the position deviation with respect to the virtual guide line based on the time or position at which the guide line is detected. To start.

In the control method of the mobile device according to the present application, the detection means provided in the mobile device having the control unit detects a positional deviation of the mobile device with respect to the guide line, and the control unit moves relative to the virtual guide line according to dead reckoning navigation. calculating a position deviation of the apparatus, the detecting means based on the position deviation or the calculated position deviation detected by the control method of the mobile device for calculating a control amount according to the movement of the mobile device, wherein the control unit is, the When the vehicle passes through the position where the guide line and the virtual guide line intersect, the movement distance from the position is calculated or the elapsed time from when the position is passed is measured, and the predetermined distance is calculated or the predetermined time If timed and starts a predetermined countdown until completed from the time of starting the countdown, polarization combining detected position deviation and the calculated position deviation binding position Based on, and calculates the control amount according to the movement of the mobile device.

  In the mobile device control method according to the present application, the detection unit of the mobile device detects the position deviation of the mobile device with respect to the guide line, and the control unit of the mobile device calculates the position deviation of the mobile device with respect to the virtual guide line according to dead reckoning navigation. . The control unit of the moving device combines the position deviation of the moving device with respect to the guide line and the position deviation of the moving device with respect to the virtual guide line related to dead reckoning, and relates to the movement of the moving device based on the combined position deviation of the moving device. A control amount is calculated.

A program according to the present application is a computer that calculates a position deviation of a moving device with respect to a virtual guide line related to dead reckoning, and a given position deviation of the moving device with respect to the guide line or a moving device calculated by the calculating means. In a program for functioning as a means for calculating a control amount related to movement of the moving device based on a position deviation, if the computer passes a position where the guide line and the virtual guide line intersect, the position A calculating means for calculating a moving distance from the time or a time measuring means for measuring an elapsed time since passing through the position; when the calculating means calculates a predetermined distance, or when the time measuring means measures a predetermined time, means for initiating the countdown, the position deviation between, given to the end from the time the said means has started the countdown Coupling means for coupling the position deviation fine said calculating means is calculated, and based on the positional deviation which the coupling means are coupled to function as means for calculating a control amount according to the movement of the mobile device.

  In the program according to the present application, the computer is moved based on the given position deviation of the moving device with respect to the guide line and the position deviation of the moving device with respect to the virtual guide line according to dead reckoning, and the combined position deviation. It functions as a means for calculating a control amount related to the movement of the apparatus.

  According to one aspect of the present application, it is possible to smoothly switch from dead reckoning navigation to a guidance method using a guide line.

It is a typical top view which shows the structure of a conveyance vehicle. It is a typical perspective view which shows an example of the external appearance of a front-wheel drive part and a front-wheel steering part. It is a block diagram which shows each structure part of the conveyance vehicle connected to the structure of a control part, and a control part. It is explanatory drawing explaining the example of control of the conveyance vehicle by a magnetic induction system. It is explanatory drawing of an example of dead reckoning. It is a flowchart which shows an example of the procedure of the calculation process of the guide deviation by dead reckoning. It is explanatory drawing regarding the example of switching of the navigation between a magnetic guidance system and dead reckoning. It is explanatory drawing which illustrates typically the change of the turning angle of the front wheel accompanying continuous switching. It is explanatory drawing which illustrates typically the steering angle change of the rear wheel accompanying continuous switching. It is a flowchart which shows an example of the procedure of the process which concerns on continuous switching. It is explanatory drawing explaining the example of a change of the steering angle by discontinuous switching and continuous switching.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A moving device according to an embodiment of the present invention will be described below with reference to the drawings showing embodiments. The moving device according to the present embodiment includes, for example, a transport vehicle and a transport robot. Hereinafter, an automatic guided vehicle will be described as an example of the moving device.
Note that the present invention is not limited to the following embodiments.

  The transport vehicle according to the present embodiment transports a transported object by a guidance method. Further, the transport vehicle according to the present embodiment sometimes travels through the dead reckoning navigation when the transport path intersects. There are a magnetic guidance system, an optical guidance system, an electromagnetic wave guidance system, and the like as the guidance system for the transport vehicle. In the present embodiment, a magnetic induction method for detecting the magnetism generated by the guide wire of the magnetic tape affixed to the floor and guiding the transport vehicle is taken as an example. Instead of the magnetic tape, a magnetic substance may be embedded in the floor surface.

FIG. 1 is a schematic plan view showing the configuration of the transport vehicle 1. The white arrow in FIG. 1 indicates the front of the transport vehicle 1 and is the forward direction when the transport vehicle 1 is traveling.
The transport vehicle 1 includes a vehicle body 2 having a rectangular bottom surface and four casters 3 disposed on the bottom surface of the vehicle body 2.
The longitudinal direction of the bottom surface of the vehicle body 2 is substantially parallel to the traveling direction when traveling straight. On the other hand, the lateral direction of the bottom surface of the vehicle body 2 is orthogonal to the longitudinal direction and is substantially the same as the width direction of the vehicle body 2. Hereinafter, the left and right words are used in the forward direction of the transport vehicle 1 unless otherwise specified. Of the four casters 3, the two casters 3 are arranged at the two left corners of the vehicle body 2. The other two casters 3 are respectively disposed at the front end and the rear end of the vehicle body 2 and approximately in the middle between the center line and the right end of the vehicle body 2 with respect to the forward direction.

The transport vehicle 1 includes guide sensors (detection means) 4a and 4b, a left mark sensor 5a, a right mark sensor 5b, a front wheel 6a, a rear wheel 6b, and a control unit 7.
Guide sensors 4a and 4b are respectively provided at the front end and the rear end of the bottom surface of the vehicle body 2 and approximately in the middle between the center line and the left end of the vehicle body 2 in the forward direction. The guide sensors 4a and 4b are magnetic sensor arrays composed of a plurality of magnetic elements arranged at substantially constant intervals in the width direction of the vehicle body 2.

  The guide sensors 4a and 4b detect magnetism generated by the guide wire 10 by each magnetic element. Each of the guide sensors 4a and 4b detects a distance between the center position in the extension direction of the guide sensor 4a and 4b and the position of the center line 10a of the guide wire 10 as a guide deviation (position deviation). The guide sensors 4a and 4b each output a guide deviation with a negative sign when the center line 10a of the guide line 10 is mutated to the left with respect to its center position. On the other hand, the guide sensors 4a and 4b each output a guide deviation with a positive sign to the control unit 7 when the center line 10a of the guide line 10 is mutated to the right with respect to its center position.

  A left mark sensor 5 a is provided at the left end of the bottom surface of the vehicle body 3, substantially in the middle of the front and rear casters 3 disposed on the left side of the vehicle body 2. In addition, a right mark sensor 5b is provided on the bottom surface of the casters 3 arranged on the right and front sides of the vehicle body 2 slightly to the left of the middle. The direction connecting the left mark sensor 5a and the right mark sensor 5b is substantially the same as the width direction of the vehicle body 2.

Magnetic tape start marks 11a and 11b are affixed to the floor surface at a position where the transport vehicle 1 enters the curve from the straight course, which faces the left mark sensor 5a and the right mark sensor 5b, respectively. ing. The start marks 11a and 11b indicate switching positions from the magnetic guidance method to dead reckoning navigation. FIG. 1 shows a state in which the transport vehicle 1 is slightly in front of the switching position from the magnetic induction method to dead reckoning navigation.
The floor surface of the position where the transport vehicle 1 has moved in the traveling direction by a predetermined distance from the position where the transfer vehicle 1 has passed the curve and the transition to the straight course is completed, and the floor surface at positions facing the left mark sensor 5a and the right mark sensor 5b, respectively. Is attached with an end mark of the magnetic tape. The end mark indicates a stop position when the transport vehicle 1 is stopped. In FIG. 1, the end mark is not shown.

When either the left mark sensor 5a or the right mark sensor 5b detects magnetism from the start marks 11a and 11b, the transport vehicle 1 is in a position to switch from the magnetic guidance method to the dead reckoning method. When either the left mark sensor 5a or the right mark sensor 5b detects magnetism from the end mark, the transport vehicle 1 stops.
When the left mark sensor 5a and the right mark sensor 5b detect magnetism from the start marks 11a and 11b or the end mark, the left mark sensor 5a and the right mark sensor 5b output a predetermined signal to the control unit 7.

  The front wheel 6 a is provided at a position closer to the rear of the vehicle body 2 from approximately the middle of the two casters 3 installed at the front end of the vehicle body 2. The rear wheel 6 b is provided at a position closer to the front of the vehicle body 2 from approximately the middle of the two casters 3 installed at the rear end of the vehicle body 2. The direction connecting the front wheel 6 a and the rear wheel 6 b is substantially the same as the longitudinal direction of the vehicle body 2. Both the front wheel 6a and the rear wheel 6b function as drive wheels for driving the transport vehicle 1 and as steered wheels for turning the transport vehicle 1.

The transport vehicle 1 includes a front wheel drive unit 61a and a front wheel steering unit 62a.
FIG. 2 is a schematic perspective view showing an example of the appearance of the front wheel drive unit 61a and the front wheel steering unit 62a. The front wheel drive unit 61a includes a wheel motor 61c, a semicircular turning external gear 61d, and a ring-shaped turning base 61e. The wheel motor 61 c is supplied with electric power from a storage battery (not shown) mounted on the vehicle body 2. The front wheel 6a is attached to the rotating shaft of the wheel motor 61c. The wheel motor 61c and the semicircular turning external gear 61d are fastened to the turning base 61e by bolts.
The front wheel drive unit 61a includes a rotary encoder (not shown) that outputs a pulse train accompanying the rotation of the front wheel 6a.

  The front wheel turning portion 62a includes a turning motor 62c, a turning pinion gear 62d, and a fixed base 62e. The turning motor 62c and the turning pinion gear 62d are attached to the fixed base 62e. The fixed base 62e is attached to the vehicle body 2.

The turning base 61e is supported by a bearing so that it can turn with respect to the fixed base 62e. The turning pinion gear 62d is connected to the turning motor 62c and meshes with the semicircular turning external gear 61d. The turning motor 62c is supplied with electric power from a storage battery (not shown) mounted on the vehicle body 2. The rotational drive of the turning motor 62c is transmitted to the semicircular turning external gear 61d through the turning pinion gear 62d at a predetermined reduction ratio. Thus, the front wheel 6a attached to the wheel motor 61c of the front wheel drive unit 61a turns by the rotation of the turning motor 62c.
The front wheel steering section 62a includes a turning encoder (not shown) that outputs a pulse train accompanying the turning of the front wheel 6a.

  The control unit 7 feedback-controls the turning angle of each of the front wheels 6a and the rear wheels 6b based on the guide deviations output by the guide sensors 4a and 4b, respectively.

FIG. 3 is a block diagram illustrating the configuration of the control unit 7 and each component of the transport vehicle 1 connected to the control unit 7.
The transport vehicle 1 includes a rear wheel drive unit 61b and a rear wheel steering unit 62b. The configurations of the rear wheel drive unit 61b and the rear wheel steering unit 62b are the same as the configurations of the front wheel drive unit 61a and the front wheel steering unit 62a shown in FIG.

The transport vehicle 1 includes a front wheel speed detector 61f, a rear wheel speed detector 61g, a front wheel direction detector 62f, and a rear wheel direction detector 62g.
The rotary encoder included in the front wheel drive unit 61a outputs a pulse train accompanying the rotation of the front wheel 6a to the front wheel speed detection unit 61f. Here, the pulse train is the number of pulses detected for each control cycle that is a minute time. Based on the received pulse train, the front wheel speed detection unit 61f calculates the rotational speed per unit time of the front wheel 6a and the traveling speed (the unit is mm / s, for example), and outputs the calculated speed to the control unit 7. Further, the front wheel speed detection unit 61f detects the rotation direction of the front wheel 6a by comparing the rising edges of different pulses, and outputs either the forward direction or the reverse direction as the traveling direction of the transport vehicle 1 to the control unit 7. .

The rear wheel speed detection unit 61g has a function similar to that of the front wheel speed detection unit 61f, calculates the traveling speed and the traveling direction of the rear wheel 6b, and outputs them to the control unit 7.
The front wheel speed detection unit 61f and the rear wheel speed detection unit 61g also output the pulse trains received from the rotary encoders of the front wheel drive unit 61a and the rear wheel drive unit 61b to the control unit 7 as they are.

  The turning encoder of the front wheel steering unit 62a outputs a pulse train accompanying the turning of the front wheel 6a to the front wheel direction detection unit 62f. Based on the received pulse train, the front wheel direction detection unit 62f calculates a turning angle (unit: rad / s, for example) per unit time of the front wheel 6a and the direction of the front wheel 6a, and outputs them to the control unit 7.

The rear wheel direction detection unit 62g has the same function as the front wheel direction detection unit 62f, calculates the turning angle per unit time of the rear wheel 6b and the direction of the rear wheel 6b, and outputs them to the control unit 7.
The front wheel direction detection unit 62f and the rear wheel direction detection unit 62g also output the pulse trains received from the turning encoders of the front wheel steering unit 62a and the rear wheel steering unit 62b to the control unit 7 as they are.

  The control unit 7 may have the functions of the front wheel speed detection unit 61f, the rear wheel speed detection unit 61g, the front wheel direction detection unit 62f, or the rear wheel direction detection unit 62g. In this case, the front wheel speed detection unit 61f, the rear wheel speed detection unit 61g, the front wheel direction detection unit 62f, or the rear wheel direction detection unit 62g may not be provided.

  The control unit 7 includes a ROM (Read Only Memory) 71, a CPU (Central Processing Unit) (calculation means, coupling means, means for calculating a control amount, first weighting means, second weighting means, changing means) 72, RAM ( Random Access Memory) 73 and an interface unit 74 are included. Each component of the control unit 7 is connected to each other via a bus 7a.

The ROM 71 is a non-volatile memory such as an EEPROM (Electrically Erasable and Programmable ROM), a flash memory, or a FeRAM (Ferroelectric RAM). The ROM 71 records a program 711 and a map 712 executed by the CPU 72. The map 712 is information regarding the conveyance path of the conveyance vehicle 1. The map 712 decomposes the condition of the conveyance path into straight line data (specified by the start point and end point data) and arc data (specified by the curvature radius, the center of the curvature radius, the start point, and the end point data), and further synthesizes the route. It is held in the ROM 71 as information. Corresponding travel point numbers are set at the start and end points of the straight line data and the arc data.
Note that the program 711 or the map 712 is recorded in advance in an external recording unit, and when the information of the program 711 or the map 712 is required, the CPU 72 downloads it to the ROM 71 via the wireless communication unit, for example. There may be.

The CPU 72 controls each component of the transport vehicle 1. The CPU 72 reads and executes the program 711 recorded in the ROM 71.
The RAM 73 temporarily records work variables, data, and the like necessary during the process of the CPU 72. The RAM 73 is an example of a main storage device, and a flash memory, a memory card, or the like may be used instead of the RAM 73. Alternatively, the ROM 71 may replace the role of the RAM 73.

The interface unit 74 outputs to the CPU 72 each guide deviation output from the guide sensors 4a and 4b, and predetermined signals output from the left mark sensor 5a and right mark sensor 5b. The interface unit 74 outputs the traveling speed and traveling direction of the front wheel 6a output from the front wheel speed detecting unit 61f and the traveling speed and traveling direction of the rear wheel 6b output from the rear wheel speed detecting unit 61g to the CPU 72. The interface unit 74 gives the CPU 72 the turning angle and direction per unit time of the front wheel 6a calculated by the front wheel direction detection unit 62f and the turning angle and direction per unit time of the rear wheel 6b calculated by the rear wheel direction detection unit 62g. Output. The interface unit 74 outputs the pulse trains output by the front wheel speed detection unit 61f, the rear wheel speed detection unit 61g, the front wheel direction detection unit 62f, and the rear wheel direction detection unit 62g to the CPU 72 as they are.
Further, the interface unit 74 outputs a traveling speed control signal received from the CPU 72 to the front wheel driving unit 61a and the rear wheel driving unit 61b. The interface unit 74 outputs the control signal of the turning angle received from the CPU 72 to the front wheel turning unit 62a and the rear wheel turning unit 62b.

Next, the operation of the transport vehicle 1 will be described. First, the operation of the transport vehicle 1 by the magnetic induction method and dead reckoning navigation will be described.
FIG. 4 is an explanatory diagram for explaining an example of control of the transport vehicle 1 by the magnetic induction method. The white arrow in FIG. 4 indicates the front of the transport vehicle 1. FIG. 4 shows the front part of the vehicle body 2 around the guide sensor 4a. The guide sensor 4a detects a waveform having a peak at the center line 10a of the guide wire 10 of the magnetic tape. Thereby, the guide sensor 4a acquires the center of the guide wire 10. The guide sensor 4a outputs the deviation between the center of the guide sensor 4a and the center of the guide wire 10 to the CPU 72 as a guide deviation. In the example of FIG. 4, since the center line 10 a of the guide line 10 is shifted to the right with respect to its center position, a positive guide deviation is output to the CPU 72. Similarly, the guide sensor 4 b installed at the rear end of the vehicle body 2 outputs a positive or negative guide deviation to the CPU 72.

  The CPU 72 outputs a control signal for changing the turning angle to the front wheel turning unit 62a and the rear wheel turning unit 62b so that the guide deviation received from the guide sensors 4a and 4b becomes zero. The front wheel steering unit 62a and the rear wheel steering unit 62b that have received the control signal from the CPU 72 rotate the turning motor 62c based on the received control signal to turn the front wheel 6a and the rear wheel 6b, respectively. The CPU 72 continuously receives the guide deviation from the guide sensors 4a and 4b, and outputs a control signal to the front wheel steering section 62a and the rear wheel steering section 62b so that the guide deviation becomes zero. With such feedback control, the CPU 72 causes the transport vehicle 1 to travel along the guide wire 10.

Next, control of the transport vehicle 1 by dead reckoning will be described.
In dead reckoning, the control unit 7 calculates the positions of the guide sensors 4a and 4b from the positions of the front wheels 6a and the rear wheels 6b calculated by dead reckoning, and is recorded in the calculated position of the guide sensors 4a and 4b and the map 712. The guide deviation from the virtual guide line is calculated. And the control part 7 feedback-controls the front-wheel steering part 62a and the rear-wheel steering part 62b based on the calculated guide deviation.

  FIG. 5 is an explanatory diagram of an example of dead reckoning. Dead reckoning is a self-position estimation method that calculates the current position (coordinates and direction) of the transport vehicle 1 based on pulse trains from the rotary encoder and the turning encoder. FIG. 5 shows an example in which the transport vehicle 1 turns left along an arc having a radius of curvature R.

In the XY plane coordinates, the current position of the transport vehicle 1 is (X _i , Y _i ), the current orientation of the transport vehicle 1 is A _i , and the position of the transport vehicle 1 after a minute time is (X _{i + 1} , Y _{i + 1).} ), The direction of the transport vehicle 1 after a minute time is A _{i + 1} . Here, the position of the transport vehicle 1 is represented by the intersection of a line segment connecting the guide sensors 4a and 4b and a line segment connecting the left mark sensor 5a and the right mark sensor 5b. The direction of the transport vehicle 1 is represented by an angle formed by the X axis and the forward direction of the transport vehicle 1. dA is an azimuth change angle after a minute time of the transport vehicle 1 rotated around the center of the radius of curvature R, and A _{i + 1} = A _i + dA.

U is the moving distance of the transport vehicle 1 after a minute time along the arc. α is the length of the string connecting the current position of the transport vehicle 1 and the position after a minute time. β is an angle formed by the X axis and a chord having a length α, and β = A _i + dA / 2.

FIG. 6 is a flowchart illustrating an example of a procedure for calculating a guide deviation by dead reckoning navigation. FIG. 6 illustrates a case where the CPU 72 performs calculations performed by the front wheel speed detection unit 61f, the front wheel direction detection unit 62f, the rear wheel speed detection unit 61g, and the rear wheel direction detection unit 62g.
The CPU 72 reads the positions of the front wheel 6a and the rear wheel 6b calculated last time from the RAM 73 (step S101). The position information here is a coordinate and an orientation with respect to the X axis. When dead reckoning is started, initial positions of the front wheels 6a and the rear wheels 6b are set in step S101.

  The CPU 72 receives a pulse train output by the front wheel 6a and rear wheel 6b rotary encoders and turning encoders from the front wheel speed detection unit 61f, front wheel direction detection unit 62f, rear wheel speed detection unit 61g, and rear wheel direction detection unit 62g (step S102). ). Based on the received pulse train, the CPU 72 calculates the travel distance and azimuth change angle of the front wheels 6a and the rear wheels 6b (step S103).

  Based on the travel point number, the CPU 72 reads out the route information of the virtual guide line that travels by dead reckoning from the map 712 (step S104). The CPU 72 calculates the current position of the front wheel 6a and the rear wheel 6b from the previous position read in step S101, the travel distance and azimuth change angle calculated in step S103, and the equation (2) (step S105). The CPU 72 records the current positions of the front wheels 6a and the rear wheels 6b calculated in step S105 in the RAM 73 (step S106). The current positions of the front wheels 6a and the rear wheels 6b recorded in the RAM 73 in step S106 are read in step S101 when the processing in FIG. 6 is read next time.

  The CPU 72 calculates the current positions of the guide sensors 4a and 4b from the current positions of the front wheels 6a and rear wheels 6b calculated in step S105 and the geometric information of the vehicle body 2 (step S107). The CPU 72 calculates each guide deviation from the position of the virtual guide line read in step S104 and the current position of the guide sensors 4a and 4b calculated in step S107 (step S108), and ends the process.

  The CPU 72 calculates a control amount in which the calculated guide deviation approaches zero, and outputs a control signal to the front wheel steering unit 62a and the rear wheel steering unit 62b. Each time the control period of minute time elapses, the process of FIG. 6 is repeatedly called, and a control signal is output from the CPU 72 to the front wheel steering unit 62a and the rear wheel steering unit 62b. Thus, the transport vehicle 1 travels along the virtual guide line by PID control.

FIG. 7 is an explanatory diagram regarding an example of switching navigation between the magnetic guidance method and dead reckoning navigation.
In the upper part of FIG. 7, a magnetic tape guide wire 10 is linearly attached from left to right. Further, when the guide line 10 is traced from the left to the right, the guide line 10 is branched into two along the way, and one of the guide lines 10 is curved downward in FIG. 7 to form a straight course extending downward as it is. On the other hand, to the left of the straight course extending downward, another straight guide wire 10 running in parallel with the straight course is attached. The other guide wire 10 located on the left side curves from the upper end to the right and is connected to the linear guide wire 10 pasted from the left to the right in the upper part of FIG. That is, from each upper end of the two guide wires 10 pasted in the lower part of FIG. 7, curves that intersect in opposite directions and intersect are connected. However, in FIG. 7, the curve part of the other guide line 10 shown with the broken line is removed so that the conveyance vehicle 1 may not recognize the guide line 10 incorrectly. The curve part of the other guide line 10 shown with the broken line of FIG. 7 corresponds to the virtual guide line for the conveyance vehicle 1 to drive by dead reckoning navigation.

  When the transport vehicle 1 advances from the lower left straight course in FIG. 7 to the upper side, turns to the right at the curve portion, and shifts to the straight course again, a, b, c, and d are Each position of the front wheel 6a with advance is shown. Similarly, a ′, b ′, c ′, and d ′ indicate positions of the rear wheel 6 b as the transport vehicle 1 moves forward. Hereinafter, a-a ', b-b', c-c 'and d-d', which are pairs of positions of the front wheel 6a and the rear wheel 6b, will be used as the position of the transport vehicle 1.

  The transport vehicle 1 travels by a magnetic induction method while traveling from the bottom to the top on the lower left straight course in FIG. However, when the transport vehicle 1 reaches aa ′ in FIG. 7, the left mark sensor 5a and the right mark sensor 5b detect magnetism from the start marks 11a and 11b, and output predetermined signals to the CPU 72, respectively. . When the CPU 72 receives a predetermined signal from either the left mark sensor 5a or the right mark sensor 5b, the CPU 72 switches from the magnetic induction method to dead reckoning for both the front wheel 6a and the rear wheel 6b.

In the example of FIG. 7, the transport vehicle 1 starts turning to the right and reaches the position bb ′. When the transport vehicle 1 reaches the position bb ′, the guide sensor 4a provided at the front end of the vehicle 2 is affixed to the upper side of FIG. 7 and extends linearly from left to right. Start from the left. The transport vehicle 1 further continues to steer and advance, and reaches the position cc ′. When the transport vehicle 1 reaches the position cc ', the guide sensor 4b provided at the rear end of the vehicle 2 is affixed to the upper side of FIG. 7 and extends straight from left to right. Transfer to 10 from the left.
The transport vehicle 1 is affixed in the upper part of FIG. 7, travels from left to right along a linear guide line 10 extending from left to right, and reaches the position dd ′.

  Conventionally, a transport vehicle that has started dead reckoning for both the front and rear wheels switches from dead reckoning to magnetic guidance for the front wheels at the position b-b '. Further, the conventional transport vehicle switches from dead reckoning to magnetic guidance at the position c-c 'for the rear wheels. Thereafter, the transport vehicle continues the magnetic induction system for both the front wheels and the rear wheels. Between b-b 'and c-c', the conventional transport vehicle travels by magnetic induction for the front wheels and dead reckoning for the rear wheels.

  However, the front wheel 6a and the rear wheel 6b of the transport vehicle 1 according to the present embodiment are positions where the front wheels 6a and the rear wheels 6b are slightly advanced toward the forward direction side than the positions bb 'and cc', which are connecting positions to the magnetic tape, respectively. Start switching from dead reckoning to magnetic guidance.

The front wheel 6a is a position between b and c, for example, and when the guide sensor 4a moves in the forward direction by a predetermined distance from the connecting position b shown in FIG. The predetermined distance here is, for example, 150 mm. For example, when the front wheel 6a reaches the position d, the switching from the dead reckoning navigation to the magnetic guidance system is completed.
The rear wheel 6b starts to switch from dead reckoning to magnetic guidance when the guide sensor 4b moves in the forward direction by a predetermined distance from the transfer position c 'shown in FIG. The predetermined distance here is, for example, 150 mm. For example, when the rear wheel 6b reaches the position d ′, the switching from the dead reckoning navigation to the magnetic guidance system is completed.

  When the rear wheel 6b is at the position d ', end marks 11c and 11d are pasted on the floor where the left mark sensor 5a and the right mark sensor 5b face each other. When either the left mark sensor 5a or the right mark sensor 5b detects magnetism from the end mark 11c or the end mark 11d, a predetermined signal is transmitted to the CPU 72.

  When the CPU 72 receives a predetermined signal from either the left mark sensor 5a or the right mark sensor 5b, the CPU 72 recognizes that the transport vehicle 1 has exited the curve portion and has completed the transition to the straight course.

Conventionally, switching from dead reckoning to magnetic guidance was performed instantaneously. On the other hand, the transport vehicle 1 gradually switches from dead reckoning to magnetic induction with a temporal or positional width. Hereinafter, switching from conventional dead reckoning to magnetic guidance will be referred to as discontinuous switching, and switching from dead reckoning to magnetic guidance in this embodiment will be referred to as continuous switching.
The above-described continuous switching section is an example, and varies depending on the size of the transport vehicle 1, the radius of curvature of the curve, the turning angle, the positions of the guide sensors 4a and 4b in the vehicle body 2, the traveling speed, and the like.

The guide deviation obtained by dead reckoning is ε1, and the guide deviation obtained by the magnetic induction method is ε2. Here, the guide deviation ε _out represented by the equation (3) is calculated.
ε _out = ε1 × α + ε2 × (1-α) (3)
α (first weight) is a parameter that varies between 1 and 0. 1-α (second weight) is a parameter that varies between 0 and 1.
When switching from dead reckoning navigation to magnetic guidance, the CPU 72 changes ε _out little by little from 1 to 0 and calculates ε _out . CPU72 calculates | requires steering angle (theta) from Formula (4), and outputs the control signal corresponding to the calculated steering angle (theta) to the front-wheel steering part 62a and the rear-wheel steering part 62b.
θ = Kε _out (4)
In the equation (4), K is a steering gain.

Various modes of changing α can be considered. For example, the value of α is divided into 300 and counted down every 10 ms. In that case, α takes values of 300/300, 299/300, 298/300,..., 2/300, 1/300, and 0/300. When α = 1, ε _out = ε1, and only the guide deviation of dead reckoning navigation is used to perform the turning control. On the other hand, when α = 0, ε _out = ε2, and only the guide deviation of the magnetic induction method is used to perform the turning control. In the case of 0 <α <1, a combination of weighted guide deviations for ε1 and ε2 is ε _out , and steering control is performed using both the guide deviation of dead reckoning navigation and the guide deviation of magnetic induction method. .

FIG. 8 is an explanatory diagram for schematically explaining a change in the turning angle of the front wheels 6a due to continuous switching. FIG. 9 is an explanatory view for schematically explaining the change in the turning angle of the rear wheel 6b due to the continuous switching. 8 and 9, the vertical axis indicates the turning angle, and the horizontal axis indicates time.
In general, the turning angles of the front wheels 6a and the rear wheels 6b in the curved portion gradually increase in the direction along the curved conveyance path when the major axis direction of the vehicle body 2 is 0 degree, and reach a maximum. Thereafter, the turning angles of the front wheels 6a and the rear wheels 6b start to decrease and return to 0 degrees. And the conveyance vehicle 1 passes a curve part, and transfers to linear driving | running | working.

  In FIG. 8A, FIG. 8B, FIG. 9A and FIG. 9B, the alternate long and short dash line indicates the turning angle change obtained from the guide deviation ε1 obtained by dead reckoning, and the dashed line indicates the turning angle obtained from the guide deviation ε2 obtained by the magnetic induction method. It shows a change. The solid line indicates the actual change in the turning angle of the front wheel 6a and the rear wheel 6b. The section s is a continuous switching section. A circle C is a turning angle obtained from the guide deviation ε1 at the start of switching. Both the white triangle HT and the black triangle BT are turning angles obtained from the guide deviation ε2 at the start of switching. Here, the white triangle HT represents a case where the turning angle obtained from the guide deviation ε2 is larger than the turning angle obtained from the guide deviation ε1 indicated by a circle C. On the other hand, the black triangle BT represents a case where the turning angle obtained from the guide deviation ε2 is smaller than the turning angle obtained from the guide deviation ε1 indicated by a circle C. 8A and 9A show the case where black triangle BT <circle C, and FIGS. 8B and 9B show the case where white triangle HT> circle C.

  Since there is an error in the self-position calculated by dead reckoning, a deviation occurs between the turning angle based on dead reckoning and the turning angle based on the magnetic guidance method. There are two patterns of FIG. 8B and FIG. 9B. Regardless of the pattern of FIGS. 8A and 9A and FIGS. 8B and 9B, the conventional discontinuous switching is accompanied by a sudden change in the turning angle, which may cause vibration in the transport vehicle 1.

In the present embodiment, for the section s shown in FIGS. 8 and 9, the turning angles of the front wheels 6a and the rear wheels 6b are changed along the trend indicated by the thick arrows. Therefore, the CPU 72 obtains ε _out as a material for generating a control signal to be output to the front wheel steering unit 62a and the rear wheel steering unit 62b from the equation (3). At the start of continuous switching, the CPU 72 increases the weight of ε1 related to dead reckoning navigation and reduces the weight of ε2 related to the magnetic guidance method. The CPU 72 gradually reduces the weight of ε1 related to dead reckoning and gradually increases the weight of ε2 related to the magnetic guidance method as time elapses or the carriage 1 progresses. Thereby, the continuous switching from dead reckoning to magnetic guidance is smooth.

  In the section s in FIGS. 8 and 9, when continuous switching is performed over s seconds, α in the equation (3) is, for example, 1− (t / s). t is the elapsed time (seconds) from the start of continuous switching.

The front wheel 6a of the transport vehicle 1 starts continuous switching when it reaches a position traveled for a predetermined distance or a position traveled for a predetermined time from a position where the guide sensor 4a is connected to the magnetic tape.
When switching from dead reckoning to magnetic induction, it is necessary that the transport vehicle 1 is traveling at a position where at least the guide sensors 4a and 4b can detect the magnetism of the magnetic tape. However, there is an error in the self-position calculated by dead reckoning. Therefore, even if the calculated self-position is a transfer point to the magnetic tape on the map 712, the guide sensors 4a and 4b may actually be positions where the magnetism of the magnetic tape cannot be detected. It is done.

  The transverse width of the linear magnetic tape is the shortest when the transverse direction is the width direction of the magnetic tape (substantially perpendicular to the longitudinal direction), and the angle formed between the transverse direction and the width direction of the magnetic tape is The bigger it is, the longer it gets. When the conveyance vehicle 1 is transferred to a linear magnetic tape while turning, the guide sensors 4a and 4b cross the magnetic tape obliquely with respect to the longitudinal direction of the magnetic tape. Therefore, the guide deviation detected by the magnetic sensors 4a and 4b is larger than when the transport vehicle 1 is traveling in the longitudinal direction of the magnetic tape. However, the guide deviation detected by the magnetic sensors 4a and 4b becomes smaller as the steering of the transport vehicle 1 further proceeds and the angle between the extending direction of the guide sensors 4a and 4b and the width direction of the magnetic tape becomes smaller. As the guide deviation is smaller, the control amount related to the PID control is smaller, so that the change in the turning angle of the transport vehicle 1 can be smaller.

  FIG. 10 is a flowchart illustrating an example of a processing procedure related to continuous switching. FIG. 10 deals with a case where the front wheel 6a is continuously switched. The procedure of the continuous switching process for the rear wheel 6b is also the same as in FIG.

The CPU 72 determines whether or not the vehicle has traveled a predetermined distance after receiving a signal from the guide sensor 4a indicating that the magnetism of the magnetic tape to be transferred has been detected (step S201). CPU72 returns a process to step S201, when it determines with the conveyance vehicle 1 not drive | working the predetermined distance (step S201: NO). When it is determined that the transport vehicle 1 has traveled a predetermined distance (step S201: YES), the CPU 72 calculates ε _out and performs a predetermined countdown based on the equation (3) (step S202). CPU72 calculates steering angle (theta) based on Formula (4) (step S203). The CPU 72 outputs a control signal corresponding to the turning angle θ calculated in step S203 to the front wheel turning portion 62a (step S204).

The CPU 72 determines whether or not a predetermined countdown has been completed (step S205). When determining that the predetermined countdown has not ended (step S205: NO), the CPU 72 returns the process to step S202. CPU72 complete | finishes a process, when it determines with the predetermined countdown having been complete | finished (step S205: YES).
Steps S202 to S205 correspond to the continuous switching process of the transport vehicle 1.
Of course, the determination in step S201 may be based on traveling for a predetermined time.

FIG. 11 is an explanatory diagram illustrating an example of a change in the turning angle caused by discontinuous switching and continuous switching. FIG. 11A shows measured values of the turning angle when the transport vehicle 1 is driven by discontinuous switching. FIG. 11B shows measured values of the steering angle when the transport vehicle 1 is driven by continuous switching. In FIG. 11A and FIG. 11B, the vertical axis indicates the turning angle, and the horizontal axis indicates time. Moreover, in FIG. 11A and FIG. 11B, a thin line shows the turning angle of the front wheel 6a, and a thick line shows the turning angle of the rear wheel 6b.
In addition, when the conveyance vehicle 1 steers, the front wheel 6a and the rear wheel 6b rotate in directions opposite to each other. In FIGS. 11A and 11B, this is expressed by the difference between the positive and negative steering angles.
The measurements shown in FIGS. 11A and 11B were performed in a state where an object to be transported was placed on the transport vehicle 1.

In the case of the conventional discontinuous switching shown in FIG. 11A, a wave indicating disturbance in the turning angle change after switching is recognized in both the front wheel 6a and the rear wheel 6b. This disorder of the steering angle has caused vibration of the transport vehicle.
On the other hand, in the case of continuous switching shown in FIG. 11B, the steered angle changes smoothly in both the front wheels 6a and the rear wheels 6b, and no particular disturbance is observed. Also, as a result of visually confirming the transport vehicle 1, vibration of the transport vehicle 1 was recognized in the discontinuous switching, but vibration of the transport vehicle 1 was not recognized in the continuous switching. Under the experimental conditions, since the object to be transported is placed on the transport vehicle 1, the position of the center of gravity of the transport vehicle 1 is higher than the case where the object to be transported is not placed. Nevertheless, in continuous switching, vibration of the transport vehicle 1 was not detected before and after switching.
Thus, it has been found that when the navigation of the transport vehicle 1 is switched from the dead reckoning navigation to the magnetic guidance system, when the continuous switching is performed, a clear advantage is obtained over the prior art.

According to the transport vehicle 1, stable running without vibration can be realized by continuously switching the navigation from dead reckoning to magnetic induction.
By calculating the control amount related to the movement based on the guide deviation ε _out obtained by combining the guide deviation ε 1 and the guide deviation ε 2, it is possible to continuously switch from dead reckoning to magnetic guidance. Further, according to the transport vehicle 1, the guide deviation ε1 and the guide deviation ε2 are weighted with α and 1-α that increase and decrease in a contradictory manner, and α is changed every predetermined time, so that smooth navigation can be achieved. Switching can be realized.

According to the transport vehicle 1, the continuous switching from dead reckoning to magnetic guidance is effective on a transport path where guide lines intersect.
In order to avoid erroneous recognition of the guide sensors 4a and 4b at the intersection position of the guide line 10, it is necessary to apply dead reckoning to the traveling of the transport vehicle 1 when some of the guide lines 10 are removed. In such a case, it is necessary to switch from dead reckoning to a magnetic induction system that enables more stable and reliable travel. Continuous switching from dead reckoning to magnetic guidance contributes to a smooth transition to magnetic guidance.

According to the carrier 1, in the continuous switching from dead reckoning to magnetic guidance, the virtual guide line recorded in the map 712 is curved, and the curved virtual guide line is connected to the linear guide line 10. It is effective when
The transport vehicle 1 is steered on a virtual transport path in a curved portion. In order to transfer from the curved virtual guide line to the linear guide line 10, when the dead-reckoning navigation is switched discontinuously from the magnetic guidance system, vibration of the transport vehicle 1 due to turning occurs. However, even if the vehicle is steered on the virtual conveyance path of the curved portion, the carrier vehicle 1 does not vibrate when continuously switched from dead reckoning navigation to magnetic induction.

  According to the transport vehicle 1, when traveling by dead reckoning, when traveling for a predetermined time after the guide sensor 4a detects the magnetic tape, or when traveling for a predetermined distance, from the dead reckoning navigation to the magnetic guidance system for the front wheel 6a. Perform continuous switching. Thereby, even when the self position by dead reckoning has shifted | deviated from the transfer position to a magnetic tape, the conveyance vehicle 1 can perform the switching of smooth navigation.

In Expression (3), ε _out was obtained by adding ε1 × α and ε2 × (1-α). However, ε _out may be obtained by multiplication of ε1 × α and ε2 × (1-α). Alternatively, ε _out may be obtained by the square root of the product of ε1 × α and ε2 × (1-α).
In Expression (3), α and (1−α) are used as the weights of ε1 and ε2. However, as a weight of ε1 and ε2, α may be various functions such as t2, t3, and 1− (1 / t). t is changed from 1 to 0 at predetermined time intervals from the start of switching to the end of switching. In this case, α is a parameter determined by time.
Alternatively, α = x / L may be used. Here, L is a travel distance from the start of switching to the end of switching, and x is a travel distance from the start of switching. In this case, α is a parameter determined by the position of the transport vehicle 1.

In Expression (3), ε _out was obtained by adding ε1 × α and ε2 × (1-α). However, either one of the parameter α and the parameter (1-α) multiplied by ε1 and ε2 may be omitted. For example,
ε _out = ε1 × α + ε2
It is good. By α is changed, so varied relative to also epsilon _out .epsilon.2, it is possible to reduce the amount of calculation for obtaining the epsilon _out.
Or
ε _out = ε1 + ε2 × (1-α)
It is good.

  The time or position at which the continuous switching of the front wheel 6a and the rear wheel 6b is started is not limited to the example of the present embodiment. The time or position at which continuous switching is started is the point shown in FIGS. 8 and 9 where the difference between the turning angle (solid line) obtained from the guide deviation ε1 and the turning angle (dashed line) obtained from the guide deviation ε2 is small. You may set based on. Such points include the transport system such as the size of the transport vehicle 1, the radius of curvature of the curve, the turning angle, the position of the guide sensors 4a and 4b in the vehicle body 2, the traveling speed, the weight of the transported object, the size of the transported object, etc. It may be determined in consideration of the whole. That is, the time or position at which continuous switching of the front wheels 6a and the rear wheels 6b is started may be determined so that navigation from the dead reckoning navigation to the guidance method is performed most smoothly.

In the transport vehicle 1, the CPU 72 calculates a control amount related to the guide deviation and movement. However, a processing device may be provided outside the transport vehicle 1 and the external processing device may execute calculation of a control amount related to guide deviation or transport. In such a case, the transport vehicle 1 and the processing device are connected by, for example, wireless communication. The CPU 72 transmits a measurement amount necessary for the calculation to the processing device, and the processing device calculates a control amount related to the guide deviation or movement based on the measurement amount received from the CPU 72 and transmits the result to the CPU 72.
Similarly, the virtual guide line map 712 is recorded in an external processing device or recording device, and the CPU 72 makes an inquiry to the processing device or recording device, so that the route information of the virtual guide line from the processing device or recording device. May be obtained.

  The transport vehicle 1 performs continuous switching when switching navigation from dead reckoning to magnetic guidance. However, the transport vehicle 1 may perform continuous switching even when the navigation is switched from the magnetic guidance method to the dead reckoning navigation. Of course, the guiding method of the transport vehicle 1 is not limited to the magnetic guiding method. The guiding method may be an optical guiding method, an electromagnetic wave guiding method, or the like. In the optical guidance system, a reflective tape is attached to the floor surface, and the vehicle travels while detecting reflected light by an optical sensor provided on the transport vehicle. In the electromagnetic wave induction method, an electric wire is embedded in the floor surface and the vehicle travels while detecting an induction magnetic field from the electric wire with a pickup coil provided in the transport vehicle.

  Dead reckoning used in dead reckoning of the transport vehicle 1 calculates its own position based on the palace train output from the encoder. However, other methods for determining the self position may be used. For example, the self-position may be detected by irradiating a reflecting plate installed on a wall in a building from a carrier with a laser and detecting reflected light from a plurality of reflecting plates. A gyro sensor may be mounted on the transport vehicle to detect its own position from the reference point. Infrared rays, ultrasonic waves, radio waves, etc. may be transmitted from two or more points around the conveyance path, and the self position may be detected from the phase difference of the received signals. Alternatively, in an environment where radio waves from a GPS (Global Positioning System) satellite can be received, the self-position may be detected using the GPS satellite.

DESCRIPTION OF SYMBOLS 1 Transport vehicle 2 Car body 3 Caster 4a, 4b Guide sensor 6a Front wheel 6b Rear wheel 61a Front wheel drive part 61b Rear wheel drive part 61f Front wheel speed detection part 61g Rear wheel speed detection part 62a Front wheel steering part 62b Rear wheel steering part 62f Front wheel direction Detection unit 62g Rear wheel direction detection unit 7 Control unit 711 Program 712 Map 72 CPU
10 Guide wire

Claims (11)

Detecting means for detecting a positional deviation with respect to the guide wire;
Calculating means for calculating a positional deviation with respect to a virtual guide line related to dead reckoning navigation,
In a moving device that calculates a control amount related to movement based on the positional deviation detected by the detecting means or the positional deviation calculated by the calculating means,
A calculation means for calculating a movement distance from the position when the guide line and the virtual guide line intersect each other, or a timing means for measuring an elapsed time from the time when the position has passed,
Means for starting a predetermined countdown when the calculating means calculates a predetermined distance, or when the time measuring means times a predetermined time;
A coupling means for combining the position deviation detected by the detection means and the position deviation calculated by the calculation means from the time when the means starts the countdown until the end .
A moving device comprising: means for calculating a control amount related to movement based on the positional deviation combined by the combining means.   2. The moving apparatus according to claim 1, wherein the combining unit adds or multiplies the positional deviation detected by the detecting unit and the positional deviation calculated by the calculating unit. Wherein the position guide line and a virtual induction line intersect, the mobile device according to claim 1 or 2, wherein the guide line and the virtual induction line is connected position. The guide wire is linear ;
It said virtual guide wire movement device according to claim 3, wherein a curved Tei Rukoto. First weighting means for applying a first weight to the position deviation calculated by the calculation means;
A second weighting means for applying a second weight to the positional deviation detected by the detection means;
2. The combination means according to claim 1, wherein the first weighting means combines the position deviation with the first weight and the second weighting means with the second weight. Item 5. The moving device according to any one of Items 4 to 6. Detecting means for detecting a positional deviation with respect to the guide wire;
Calculating means for calculating a positional deviation with respect to a virtual guide line according to dead reckoning navigation;
With
In a moving device that calculates a control amount related to movement based on the positional deviation detected by the detecting means or the positional deviation calculated by the calculating means,
First weighting means for applying a first weight to the position deviation calculated by the calculation means;
Second weighting means for applying a second weight to the positional deviation detected by the detection means ;
Combining means for combining the first weighted position deviation with the first weight and the second weighting means with the second weighted position deviation ;
Means for calculating a control amount relating to movement based on the positional deviation combined by the combining means;
Mobile device characterized by Ru with a. The moving apparatus according to claim 5, further comprising a changing unit that changes the first weight and / or the second weight according to a passage of time, a moving distance, or a position. The moving device according to claim 7, wherein the changing means changes the first weight and the second weight in a reciprocal manner. The detection means has a guide line detection means for detecting a guide line,
The change means is configured to start changing the first weight and / or the second weight based on the time or position at which the guide line detection means detects the guide line. The moving device according to claim 8. The detection means provided in the moving device having the control unit,
Detect the position deviation of the moving device with respect to the guide wire,
The control unit is
Calculate the position deviation of the moving device with respect to the virtual guide line related to dead reckoning navigation,
In the control method of the mobile device that calculates the control amount related to the movement of the mobile device based on the positional deviation detected by the detection means or the calculated positional deviation,
The control unit is
If it passes through the position where the guide line and the virtual guide line intersect, it calculates the movement distance from the position or measures the elapsed time from passing the position,
When a predetermined distance is calculated or when a predetermined time is counted, a predetermined countdown is started,
From the start to the end of the countdown, the detected position deviation and the calculated position deviation are combined,
A control method for a mobile device, wherein a control amount related to the movement of the mobile device is calculated based on the combined position deviation. Computer
Based on a given position deviation of the moving device with respect to the guide line or a position deviation of the moving device calculated by the calculating means, based on the dead lead navigation based on the virtual guiding line In a program for functioning as a means for calculating a control amount related to movement of
Computer
A calculation means for calculating a moving distance from the position when the self-passing line and the virtual guiding line intersect each other, or a timing means for measuring an elapsed time since the position is passed;
Means for starting a predetermined countdown when the calculating means calculates a predetermined distance, or when the time measuring means times a predetermined time;
Based on the given position deviation and the position deviation calculated by the calculation means, and the position deviation combined by the combination means, from the time when the means starts counting down until it ends. A program for functioning as a means for calculating a control amount related to movement of a mobile device.

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