JPH0434221A - Intermittent drive control method in rotation intermittent drive control mechanism - Google Patents

Abstract

PURPOSE:To carry out the control of forward and backward positions instantaneously with high accuracy by turning on and off first and second control clutches alternately by sliding them when an output shaft reaches the second deceleration position, and stopping the output shaft at the control target position after attenuating and vibrating it with the control target position as the center. CONSTITUTION:A rotary drive source 1 is started, and a main clutch system 2a is turned on in accordance with forward and backward command signals. Any of first and second control clutch systems 2b, 2c is turned on selectively, and an output shaft 5 is rotated in one direction. Then, when the output shaft 5 reaches a first deceleration position which is set in advance, control is done by turning on the first and second control clutches 2b, 2c simultaneously. Every time when the rotating speed of the output shaft 5 drops below a specified value, pumping braking which releases braking due to the first and second control clutches 2b, 2c is done. Lastly, when the output shaft 5 reaches the second deceleration position which is set in advance, it is stopped at the control target position while attenuated and vibrated with the control target position as the center by turning on and off the first and second control clutches 2b, 2c alternately.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a highly accurate rotational intermittent drive control mechanism with a novel configuration that can obtain high torque while continuously rotating the rotational drive source in the same direction. A method of intermittent drive control is used.

[Prior Art] The present applicant previously disclosed in Japanese Patent Application Laid-Open No. 195482/1982 an intermittent drive control system in which a control circuit is combined with an intermittent drive mechanism connected to a continuously rotating drive source such as a motor. However, the intermittent drive mechanism of the control system according to this proposal uses a motor as the drive source, and a set of control clutches is disposed on the main shaft that is transmitted via the clutch, and a reversing gear mechanism is connected between these control clutches. 1! which can be interlocked with the main shaft by the engagement of a set of control clutches in the reversing gear mechanism, and rotate in mutually opposite directions by the reversing gear mechanism. ! Equipped with a cam mechanism that operates in inverse proportion to I,
In order to mechanically stop the rotation of these cam mechanisms, a size setting mechanism is attached to which a corresponding set of pawls are fixed.

By the way, in such an intermittent drive mechanism, while the drive motor is rotating, I! The main shaft is intermittently driven and stopped by the intermittent control of the control clutch and the control of the cam mechanism, so it is possible to obtain a high torque rotational output that was previously considered impossible, and it is also possible to use a small servo Like a motor, it can be driven intermittently and with stops with high precision, so it was expected to be used in a wide range of fields as an unprecedented mechatronic control device.

[Problems to be Solved by the Invention] However, since the intermittent drive mechanism according to the above proposal is configured to stop using a pawl provided corresponding to the cam mechanism as a stopper, the reliability of control is also affected by the pawl. In addition to being dependent on mechanical strength, the output shaft also rotates in one direction and cannot be reversed, so its use is limited to intermittent drive in one direction.

For this reason, the development of an intermittent rotation control system that is mechanically robust and capable of intermittent drive in the reverse direction with high precision has been awaited.

Therefore, in the previous application, the present inventor provided an intermittent rotation control mechanism that is not only mechanically robust but also capable of instantaneously performing forward and reverse intermittent drive with high precision while keeping the rotary drive source rotating in one direction. However, the purpose of the method of the present invention is to propose a method for performing highly accurate intermittent drive control using the rotational intermittent drive control mechanism according to the prior application.

[! ! Means for Solving the Problem] To achieve the above object, the present invention proposed in claim 1 includes an input shaft connected to a rotational drive source via a main clutch mechanism, and a first clutch mechanism connected to the input shaft. The first and second control clutches are connected oppositely to each other via a second control clutch mechanism. a second gear mechanism; The present invention is characterized in that the rotational intermittent drive control mechanism, which includes an output shaft connected to a third gear mechanism meshed with each of the second gear mechanisms, is instantaneously and intermittently controlled by the following procedure.

The first step is to start the rotational drive source, turn on the main clutch mechanism according to the forward and reverse command signals, and
Above 1st. One of the second control clutch mechanisms is selectively turned on to rotate the output shaft in one direction.

Then, when the output shaft reaches a preset first deceleration position, the first and second control clutches are simultaneously turned on to perform braking while the rotational speed of the output shaft is reduced to a predetermined value. Bumping braking is performed to release the braking by the first and second control clutches when the vehicle temperature is lower than that of the first and second control clutches.

Finally, when the output shaft reaches the preset second deceleration position, the first deceleration position is reached. By alternately turning on and off the second control clutch, the output shaft is brought to rest at the control target position while causing damped vibrations about the control target position.

The method of the present invention proposed in claim 2 can quickly stop the output shaft at the control target position even when a load with a large rotational inertia is connected to the output shaft, and the output shaft can be stopped at the first deceleration position. After reaching the second deceleration position, the first and second control clutches are simultaneously turned on to perform braking, and after reaching the second deceleration position, the output shaft is subjected to braking by a brake mechanism.

[Operation] According to the method of the present invention, the output shaft can be stopped at the control target position with high precision based on the following principle.

After the output shaft starts rotating, a rotary drive source is connected to the input shaft to rotate the output shaft in one direction until the first deceleration position is reached, and when the output shaft reaches the first deceleration position, the main The clutch mechanism is turned off, the rotational drive source is disconnected from the input shaft, and the first control clutch mechanism and the second control clutch mechanism are turned on to start braking.

This braking is performed until the output shaft reaches the second deceleration position, and if the rotational speed of the output shaft decreases below a certain value during the braking visit, the rotary drive source is connected to the input shaft, and at the same time the second The brake is released intermittently by turning off the control clutch mechanism to prevent a sudden drop in rotational output (
Bumping braking).

In this way, while the rotational speed of the output shaft gradually decreases, when the second deceleration position is reached, the rotational speed of the output shaft is maintained in a state separated from the input shaft, and the rotational speed of the output shaft is reduced. Second
The output shaft is vibrated in the forward and reverse directions around the control target position by alternately turning it on and off while the control clutch is slipped, and the output shaft is stopped at the control target position.

In such a method of the present invention, after the rotational speed of the output shaft gradually decreases and reaches the second deceleration position, when the output shaft passes the control target position, a force in the opposite direction is applied to the output shaft to reverse the rotation. Since the deviation of the output shaft from the control target position is compensated for by repeating similar control, the rotational speed of the output shaft is forced to vibrate as it gradually decreases, causing the servo motor to As in control, self-braking by damped vibration centered around the control target position acts, and it is possible to stop at a position close to the control target position with high accuracy.

Such damping braking in the method of the present invention is particularly effective when a load with large rotational inertia is connected to the output shaft, and in this case, if the brake mechanism is also used, even if a disturbance is applied, Since the output shaft is braked, the rotational speed of the output shaft gradually decreases, resulting in damped vibration, allowing the output shaft to be stopped at a position close to the control target position with high precision.

Furthermore, since the method of the present invention uses a clutch mechanism to transmit power to the intermittent rotation drive control mechanism, the rotation control mechanism can be protected by slippage of the clutch mechanism even when a large load is applied. , accidental damage caused by carelessness can be prevented.

[Example] An embodiment of the present invention will be described below.

1 to 3 show a schematic configuration of the rotation control mechanism A.

As shown in the figure, a main clutch mechanism 2a is provided at one end of the input shaft 3, which is horizontally supported on the frame 9 and protrudes from the frame 9, and by connecting and disconnecting the clutch mechanism 2a, the rotational force of the pulley ld is transferred to the input shaft. The pulley 1d is connected to the rotating shaft 1a of the electric motor, etc., and the belt 1 passed between the pulley 1d and the rotating shaft 1a of the
c, it receives rotational force and rotates freely.

First and second control clutch mechanisms 2b and 2c, each fixed to bevel gears 4a and 4b having the same number of teeth, pass through the input shaft 3 that is supported within the frame 9. The first and second control clutch mechanisms 2
The first . Another third bevel gear 4c, which is fixed to the output shaft 5 via the brake mechanism 7, meshes with each of the second bevel gears 4a, 4b orthogonally.

Therefore, the output shaft 5 is structured to protrude from the frame 9 so as to be orthogonal to the input shaft 3 which is supported horizontally within the frame 9.

1st. The second control clutch mechanisms 2b and 2c are selected depending on the type and characteristics of the rotational drive source, and each of the second control clutch mechanisms 2b and 2c is selected depending on the type and characteristics of the rotational drive source, and the first control clutch mechanism 2b and 2c are selected depending on the type and characteristics of the rotational drive source. The second bevel gears 4a and 4b are connected to the input shaft 3 for quick disconnection, and the brake mechanism 7 is designed to stop the rotation of the output shaft 5 by pinching the output shaft 5 with a brake shoe when the brake mechanism 7 is activated. There is.

This kind of first. The second clutch mechanisms 2b and 2C, the main clutch mechanism 2a, and the brake mechanism 7 are preferably of a rapid excitation type that is instantaneously driven by an electric signal, and in that case, a command signal sent from a sequencer or the like is used. Control is performed by operating a latch control circuit and a brake control circuit as described later.

Such a rotation control mechanism A can be implemented in various modifications, and as a rotational drive source, an electric motor, an engine, an internal combustion engine such as a gas turbine, or an external combustion engine can be used.

Further, the main clutch mechanism may be any mechanism as long as it can transmit or interrupt the rotational force of the rotational drive source to the input shaft through its intermittent control, and a single plate clutch or a powder clutch may be used as appropriate depending on the drive characteristics of the rotational drive source. Ru.

One set of control clutch mechanisms may be any mechanism as long as it can be connected to and disconnected from the first and second gear mechanisms through selective intermittent control. The second gear mechanisms are arranged to face each other, and the first gear mechanism is provided in a corresponding manner to each other. The switching control of the second control clutch mechanism causes the shaft to rotate in the opposite direction when connected to the input shaft. In the embodiment, as the simplest configuration of the first and second gear mechanisms, bevel gears having the same number of teeth are provided facing the input shafts, but the invention is not limited to such an example.

Furthermore, the third gear mechanism 4C connected to the output shaft 5 is connected to the first gear mechanism 4C. Any configuration is sufficient as long as it is self-locked so that when it meshes with the second gear mechanism 4a, 4b, it receives torque in opposite directions from both gear mechanisms.

According to such a rotation control mechanism A, a large rotational output can be obtained by appropriately selecting the reduction ratio of the gear mechanism, and the following control can be performed while the rotational drive source is rotationally driven in one direction. It is possible.

(Forward rotation operation) The main clutch mechanism 2 alt is turned on, the first control clutch mechanism 2b is turned on, and the second control clutch mechanism 2c is turned off.
Make it F.

Then, the rotational force of the drive source 1 transmitted via the pulley ld is transmitted to the input shaft 3 via the main clutch mechanism 2a,
The rotational force of the input shaft 3 is transmitted to the first gear mechanism 4a via the first control clutch mechanism 2b, but since the second control clutch mechanism 2C is OFF, it is not transmitted to the second gear mechanism 4b. Therefore, the rotational force of the input shaft 3 is transmitted only to the first gear mechanism 4a, and this rotational force is further transmitted to the third gear mechanism 4C that meshes with the first gear mechanism 4a to rotate the output shaft 5. Rotate in the forward direction. Further, at this time, the second gear mechanism 4b is driven by receiving the rotational force of the third gear mechanism 4c (see FIG. 1 above).

(Reverse operation) Main clutch mechanism 2aft is turned on, first control clutch mechanism 2b is turned off, and second control clutch mechanism 2c is turned on.

Then, the rotational force of the drive R1 transmitted via the pulley 1d is transmitted to the input shaft 3 via the main clutch mechanism 2a,
The rotational force of the input shaft 3 is transmitted to the second gear mechanism 4b via the second control clutch mechanism 2c, but since the first control clutch mechanism 2b is OFF, it is not transmitted to the first gear mechanism 4a. Therefore, the rotational force of the input shaft 30 is transmitted only to the second gear mechanism 4b, and this rotational force is further transmitted to the third gear mechanism 4c meshing with the second gear mechanism 4b to reverse the output shaft 5. direction. Also, at this time, the first 1
The first mechanism 4a is driven by receiving the rotational force of the third gear mechanism 4c (see FIG. 2).

(Stopping operation) Turn on the main clutch mechanism 2a, turn on the first control clutch mechanism 2b, and turn off the second control clutch mechanism 2c.
To explain the case where the main clutch mechanism 2alt is turned off and the second control clutch mechanism 2c is turned on at the same time, the main clutch mechanism 2alt is turned off.

In this state, the transmission of the rotational force of the drive source transmitted via the pulley ld to the input shaft is blocked by the main clutch mechanism 28, so the input shaft 3 continues to rotate due to inertia, but the second control clutch Since the mechanism 20 was turned on, the second
The gear mechanism 4b meshes with the third gear mechanism 4c that was rotating in the direction.

As a result, the third gear mechanism 4c is restrained by receiving rotational forces in opposite directions from both the first gear mechanism 4a and the second gear mechanism 4b, and stops instantly without backlash.

FIG. 4 shows a schematic configuration of a servo control section for intermittent drive control of the rotation control mechanism.

FIG. 4 shows the configuration of the servo control unit B, which performs bombing braking and damping braking on the rotation control mechanism A described above to stop the output shaft at the rotation angle position specified by the control target position setting device. It is designed to be driven intermittently with high accuracy.

As shown in this figure, a rotary encoder 16A attached to the output shaft 6 outputs a pulse signal according to the rotation of the output shaft 5, and a rotation speed detector 9A for detecting the rotation speed of the output shaft 5 are installed as sensors. A direction determining circuit 8A inputs the output pulse of the rotary encoder 16A and a forward/reverse command signal to determine the rotational direction of the output shaft 5. The deviation range of the output shaft 5 based on the W control target value is determined based on the forward/reverse determination signal from the speed level determination circuit 10A, the direction determination circuit 8A, and the 0 output from the counter circuit section described later. The configuration includes a discrimination circuit 15A.

Further, the counter circuit section is the first one. It is constructed by combining second addition/subtraction period counters IA and 2A, and serves as a position determination section: a first deceleration comparison circuit 3 for determining the first deceleration position.
A. It is composed of a second deceleration comparison circuit 4A for determining the second deceleration position.

Further, the rotation angle position setting unit includes a first deceleration position setter 5A for setting the first deceleration position, a second deceleration position setter 6A for setting the second deceleration position, and a control target position setter 7A. It is equipped with a control target position setting device 7 on the display.
A control display section 13A that displays the rotation angle position set by A, and a stop accuracy display section 14A that displays the count value of the addition/subtraction cycle counter together with the deviation determination signal are provided.

Main clutch mechanism 2a for performing bombing braking and damping braking, 1st. Second control clutch mechanism 2b, 2
c is controlled on and off by a control signal sent from the clutch control unit NIIA.
For this reason, the clutch control circuit 11A includes a forward/reverse command signal as well as a first comparison/number circuit 3A and a second comparison/number circuit 4A.
The coincidence determination signal output from each of the speed level determination circuits 10A and the brake release signal output from the speed level determination circuit 10A are manually generated.

In addition, one brake control circuit 12A is provided when a brake mechanism is added to the rotation control mechanism A, and also includes a forward/reverse command signal, a first comparison - several times #a3 A, and a second comparison - failure circuit. The coincidence determination signal outputted from each of the speed level determination circuits 4A and the brake release signal outputted from the speed level determination circuit 10A are manually generated.

Next, the configuration of the six residences will be explained in more detail.

The rotary encoder 16A is configured to output A-phase, B-phase, and zero-phase pulse signals as the output shaft 6 rotates, and these pulse signals are input to the direction determination circuit 18A. In the direction determination circuit IK8A, when a command signal for either forward or reverse rotation and a pulse signal from rotary encoder 16A are input, the pulse signal from rotary encoder 16A is sent out as a count pulse, and the command signal for either forward or reverse rotation is input. The command signal is output as a forward/reverse discrimination signal.

The counter pulses output from the rotary encoder 16A are sent as they are to the counter circuit section, and the forward/reverse discrimination signals are further sent to the second period counters IA and 2A as up/down signals of the counter circuit section. At the same time, it is sent to the deviation discrimination circuit 15A.

Here, the direction determination time NBA is the first one of the counter circuit section even when the output shaft 5 is controlled in the forward or reverse direction.
．． In order to be able to count and discriminate the first deceleration position and the second deceleration position by sharing the second cycle counters IA and 2A, forward and reverse discrimination is performed according to the forward and reverse directions of the output shaft 5. The signals are inverted to invert the up and down signals.

The control position setting unit includes a first deceleration position setter 5A that defines the start point of bombing braking, each of which is composed of a digital switch, a second deceleration position setter n6A that defines the start point of damping braking, and a control target position. It is equipped with a control target position setter 7A for setting the target position.

The first deceleration position setter 5A and the second deceleration position setter 6A are
Both are set by replacing the near position with the control target position as a reference by the count value of the counter, and the control target position setting device 7
A is set to a value replaced by the count value of a counter based on the origin.

For example, when stopping the output shaft 5 at a control target position that is 18,000 pulses ahead of the origin (0), the first.
The second deceleration position is 17,000 degrees from the origin (0).
When setting t<rus, 17,500 pulses, the first deceleration position setter 5A and the second deceleration position setter 6A are set at 1
000.500, and the control target position setter is set to 18
,000.

The data to be set in the first deceleration position setter 5A and the second deceleration position setter 6A changes depending on the rotational speed of the output shaft 5, the inertia of the load, etc., so it must be collected in advance as test data. The data is input from a computer etc.

The first comparison of the position determination section - several times n a A', the reference value of the second comparison - number circuit 4A is the first deceleration position setting W5A,
They are each preset to the count value set by the second deceleration position setting H6A, and the first deceleration position setting H6A of the counter circuit section. Second addition/subtraction cycle counter IA.

Each of the 2A's has a total of 18,000
be done.

Since NOT gates are interposed between the control signal input terminals of the first addition/subtraction period counter IA and the second addition/subtraction counter 2A that constitute the counter circuit section, a down signal is sent to one of the control signal input terminals to perform the subtraction operation. When performing the addition operation, a down signal is sent to the other side to perform the addition operation.

In the present invention, position control is performed as described later, so the first period counter 1A performs a subtraction operation and the second period counter 2A performs an addition operation until the output shaft 5 reaches the control target position. However, after the output shaft 5 reaches the control target position, the damping braking period begins, and the second period counter 2A receives the signal from the direction determining circuit 8A, which is sent as the output shaft 5 rotates forward and backward. Addition and subtraction operations are alternately and repeatedly performed based on the forward/reverse discrimination signal.

Therefore, during the damping braking period, the value obtained by converting the count output of the second cycle counter 2A of the counter circuit section into a rotation angle position is displayed as is on the stop accuracy display Ill 4A as a deviation from the control target position. The display on the stop accuracy display section 14A is made by operating the latch circuit when the second cycle counter 2A reaches a count value corresponding to the control target position and outputs O.

The stop accuracy display section 14A also includes a deviation determination circuit 15A.
A code is given according to the discrimination signal output from the output shaft 5, and this code indicates that the control target position has been exceeded when 0 is output from the second period counter 2A while the output shaft 5 is rotating in the normal direction. The sign becomes (+), and if O is output from the second period counter 2A while the output shaft 5 is rotating in the reverse direction, the sign becomes (-) indicating that the control target position has not been reached.

FIG. 4A shows a display example of the control target display section 14A, and shows a setting example in which the output shaft 5 is stopped at a rotational angle position advanced by 18,000 pulses from the origin rO).

Further, Fig. 4B shows an example of the display on the stop accuracy display section, and (a) shows that when the deviation of the output shaft returns to before the control target value and the discrimination signal becomes (-), and is reversed by 0.02 degrees, (b
), the deviation of the output shaft exceeds the control target value and the discrimination signal becomes (+) and 0. .

This shows a case in which the direction is rotated by one degree.

In the clutch control circuit 11A, after the motor 1 is driven,
When a normal rotation command signal is input manually, the main clutch mechanism 2a is turned on, and the first control clutch mechanism 2b is turned on. When a coincidence determination signal is input from the first comparison circuit 3A, the main clutch mechanism 2a is turned off and the second control clutch mechanism 2c is turned on to start braking (at this time, the first (the second control clutch mechanism is also turned on), but when a brake release signal is input from the speed level discrimination diagram 110A during this braking period, the second control clutch mechanism that was turned on at the same time as the main clutch mechanism 2a is turned on. Bumping braking as described above is performed by repeating the operation of turning off the control clutch mechanism 2C for a predetermined period of time.
A brake release signal is output from 0A, and during that period the second
Comparison of - When a match determination signal is input manually from the number circuit 4A,
11. The second control clutch mechanisms 2b and 2c are alternately turned on and off to start damping braking.

During this damping braking period, only the first control clutch mechanism 2C is turned on when the output shaft 5 is in the (-) deviation range with respect to the control target position, and when it is in the (+) deviation range Only the second control clutch mechanism is turned on to compensate for the deviation like a servo motor.

1st during the damping braking period. Second clutch mechanism 2b
, 2c are extremely short compared to pumping braking, considering the actual behavior of the output shaft 5. Therefore, the clutch mechanism is almost always turned on and off in a slipping state. Become.

One of the brake control circuits 12A controls the brake mechanism 7 when a coincidence determination signal is input from the first comparison circuit 3A.
is kept on to continue braking, but the brake mechanism 7 is intermittently turned off every time a brake release signal is output from the speed level discrimination circuit 10A, and the second comparison circuit 4
When a match determination signal is output from A, the brake mechanism 7 is turned on again.

Next, the method of the present invention will be explained together with the operation of the servo control section B.

11th second period counter IA of the counter circuit section;
2A is preset to a counting position corresponding to the control target position at the start of control.

After starting the motor 1, when a forward rotation command is issued, the main clutch mechanism 2a is turned on, and the first control clutch mechanism 2b is turned on.
is also turned on.

As a result, the output shaft 5 is accelerated for a period of to, and then the constant speed point T
0 and is rotated at a constant speed in the forward direction for a period of t1, but during this period, a forward rotation determination signal and a count pulse are sent to the counter circuit section from the direction determination port H8A, so the first period counter IA does not count. A subtraction operation is performed every time a pulse is received, but the second period counter 2A performs an addition operation every time it receives a count pulse.

In this way, when the output shaft 5 reaches the first deceleration position T, the count value of the first cycle counter IA matches the value set in the first deceleration value II setting device 5A, and the first comparison value is determined. circuit 3
A outputs a match determination signal.

This coincidence determination signal is sent to the clutch control circuit 11A and the brake control circuit 12A, and the clutch control circuit 11A turns off the main clutch mechanism 2a and turns off the second control clutch mechanism 2a.
C is turned on following the first control clutch mechanism 2b,
The brake control circuit 12A turns on the brake mechanism.

As a result, the rotational speed of the output shaft 50 gradually decreases during LA, but when the rotational speed becomes constant and reaches the bell RO, the speed level discrimination port n10A is opened for a predetermined time t sufficient to disconnect the clutch mechanism. The coincidence determination signal is sent as a brake release signal to the clutch control circuit 011A and the brake control circuit 12A.

Then, the clutch control circuit 11A to which the brake release signal has been sent turns on the main clutch mechanism 2a, turns off the second control clutch mechanism 2C, and turns off the brake control circuit 1.
2A, the brake is released to suppress a decrease in the rotational speed of the output shaft 5, but when the output of the brake release signal from the speed level discrimination circuit LOA is stopped, the clutch control circuit 1
1A turns off the main clutch mechanism 2a, turns on the second control clutch mechanism 20 following the first control clutch mechanism 2b, and now the brake control circuit 12A turns on the brake mechanism.

Such brake release is performed until the output shaft 5 reaches the second deceleration position T2, when the rotational speed of the output shaft 5 decreases to a predetermined level RO and a brake release signal is output from the speed level determination circuit 10A. (bumping braking).

When the output shaft 5 continues to rotate and reaches the second deceleration position 11T2 while suppressing a decrease in the rotational speed of the output shaft 5 in this way, the count value of the second period counter 2A becomes the second deceleration position. The second comparator circuit 4A outputs a coincidence determination signal in accordance with the value set by the setter 6A.

This coincidence determination signal can attenuate the displacement width (10j!B~-1B) to a predetermined level when the output shaft 5 is subjected to damped oscillation, and is transmitted to the first control clutch mechanism 2b and the second control clutch. When the mechanisms 2C are driven at the same time, the time @t required to stop them is specified, almost ignoring the deviation compensation due to damped vibration, and even during the period when the brake is released during the pumping braking period, this time When the coincidence determination signal is output, the brake mechanism 7 is forcibly driven to instantly stop the brake mechanism 7 at the control target position T.

This coincidence determination signal is simultaneously sent to the clutch control circuit 11A and the brake control circuit 12A, and is transmitted to the clutch control circuit #1.
1A, the 1st. Second control clutch mechanism 2b, 2cl
Attenuation braking is performed by alternately turning on and off in accordance with the deviation discrimination signal sent from the tllW position discrimination circuit 15A, and one brake control circuit 12A turns on the brake mechanism 7 released by the brake release signal. and hold the brake.

In the method of the present invention, when the brake release signal is output at the end of the pumping braking period, the braking by the brake mechanism 7 is released and the main clutch mechanism 2a and the first control clutch mechanism 2b are turned on. When the second deceleration position T2 is reached, the brake mechanism 7 is turned on again, and at the same time, damped oscillation is performed for the time t specified by the second comparison-mathematical circuit 4A, and finally a point close to the control target value IT is reached. 0 or more, which is instantaneously stopped. See FIG. 5. In FIG. 5, td indicates the delay time from when the sequencer reads the braking operation point based on the count value of the counter until the clutch mechanism is activated.

Next, the damping braking control operation by the servo control section B will be explained.

After the output shaft 5 reaches the second deceleration position T2, it continues to rotate normally and reaches the control target position T, the count value of the first period counter A becomes 0, and the count value of the second period counter 2A becomes 0. After the count value indicates the control target value T, it is reset to 0.

Here, when the output shaft 5 is rotating in the normal direction, the second period counter 2A sends an up signal according to the forward/reverse discrimination signal output from the direction discrimination circuit 8A, and when the output shaft 5 rotates in the reverse direction, the second period counter 2A outputs a down signal. (see Fig. 8b)), the output shaft 5 further rotates in the normal direction, and if the control target [T is exceeded, the count value is sequentially added starting from 0, and after the count value reaches the maximum, When the output shaft 5 starts reverse rotation, the direction determination circuit 8A
A down signal is sent out by the forward/reverse discrimination signal which is inverted and outputted, and a subtraction operation is performed, in which the counted values are sequentially subtracted (see FIG. 8f)).

One of the deviation discrimination circuits 15A discriminates the discrimination direction according to the rotational direction of the output shaft 5 every time the output shaft 5 passes the control target position T and receives the 0 output output from the second period counter 2A. Since it is configured to hold the forward/reverse discrimination signal output from the circuit 8A, it is not activated when the output shaft δ is in front of the control target position, and when the output shaft 5 is at a position beyond the control target position. (+) is output as a discrimination signal (see Fig. 8 c) and d)).

FIGS. 6a) to 6f) respectively show changes in the rotational speed of the output shaft in the control method of the present invention and 1. The operation of the second control clutch mechanism, main clutch mechanism, brake mechanism, and motor is shown with a time chart, and Fig. 7 a) to f
) is a time chart showing changes in the rotational speed and deviation of the output shaft and the operation of each part during the damping braking period.

Also, Fig. 8 shows the servo control unit B during the damping braking period.
The figure shows the operation of each part, where a) is the displacement change of the output shaft around the control target position, b) is the output shaft forward/reverse discrimination signal output from the direction discrimination circuit, and C) is the counter circuit. O output output from the second period counter of the unit, d)
is the deviation discrimination signal output from the deviation discrimination circuit, e) is the operating area of the 10th cycle counter and the second cycle counter in the counter circuit section, and f) is the addition within the operating area of the second cycle counter. , g) is an explanation of the operation of the first control clutch mechanism, h) is an explanation of the operation of the second control clutch mechanism, and 1) is a time chart showing the operation of the brake mechanism. .

[Effects of the Invention] As can be understood from the above explanation, according to the method of the present invention, the intermittent rotational drive mechanism that can obtain a high torque output, which was proposed in the previous application, can be controlled intermittently with high precision, This is useful when performing forward/reverse position control with high precision and instantaneously (Question 1).

Further, according to the method of the present invention proposed in claim 2, in addition to the above-described effects of the control method of the present invention described in claim 1, the intermittent rotational drive of a load with a large inertial force can be performed with high precision and quickly. can be done.

[Brief explanation of the drawing]

Figures 1 to 3 are structural explanatory diagrams of the intermittent rotation drive control mechanism that is controlled by the method of the present invention. Figure 1 shows normal rotation operation,
The figure is a structural explanatory diagram illustrating a reversing operation, and FIG. 3 is a structural explanatory diagram illustrating a stopping operation. FIG. 4 is a block diagram of the servo control section, FIG. 4A is a display example of the control display section, FIG. 4B is a diagram showing a display example of the stop accuracy display section, and FIG. 5 is one control cycle operation of the control method of the present invention. An explanatory diagram of the position change of the output shaft in Figure 6 a) to f)
FIG. 7a is an explanatory diagram of the rotational speed change of the output shaft and the control operation of each part within one control cycle operation of the control method of the present invention.
) to f) are explanatory diagrams of the rotational speed change of the output shaft, the deviation change of the output shaft, and the control operation of each part in the damped oscillation interval of the control method of the present invention, and FIG. 8 is the counter circuit in the damped oscillation interval. FIG. (Explanation of symbols) 1...Rotary drive source 2&...1 Main clutch mechanism 2b...First control clutch mechanism 2c...Second control clutch mechanism 3...Input shaft 4a...・First gear mechanism 4b...Second gear mechanism 4c...Third gear mechanism・Output shaft・Brake mechanism・Rotation control mechanism・Servo control section

Claims (1)

[Scope of Claims] 1) An input shaft connected to a rotational drive source via a main clutch mechanism, and an input shaft connected to the input shaft via first and second control clutch mechanisms so as to face each other. intermittent drive control of a rotational intermittent drive control mechanism comprising first and second gear mechanisms, and an output shaft connected to a third gear mechanism meshed with each of the first and second gear mechanisms. The method comprises starting the rotational drive source, and then turning on the main clutch mechanism and turning on either the first or second control clutch mechanism in response to a forward or reverse command signal. The output shaft is rotated in one direction, and when the output shaft reaches a preset first deceleration position, the first and second control clutches are simultaneously turned on and braking is performed. Each time the rotational speed of the output shaft falls below a predetermined value, the braking by the first and second control clutches is released, and when the output shaft reaches a preset second deceleration position, the 1. An intermittent drive control method, characterized in that the output shaft is caused to dampen and oscillate around the control target position while being stopped at the control target position by alternately turning on and off the second control clutch while sliding the second control clutch. 2) In the intermittent drive control method according to claim 1, when braking is performed by simultaneously turning on the first and second control clutches after the output shaft reaches the first deceleration position; 1. An intermittent drive control method in a rotational intermittent drive control mechanism, characterized in that after the output shaft reaches a second deceleration position, braking is applied to the output shaft by a brake mechanism.