JPH0687601B2 - Transport control method for linear motor car - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] In the present invention, stators of linear motors are arranged in a distributed manner along a conveying path, and a carrier to which the movable element is attached travels on the conveying path. The present invention relates to a transportation control method for a linear motor car.

[Conventional technology]

The stator of the linear motor (specifically, one block, which is composed of an iron core and a winding for generating a moving magnetic field) is dispersedly arranged along the transfer path (rail), and the mover (composed of a conductor plate, A linear motor car system in which a secondary conductor or a rotor of an induction motor is attached to a carrier, a stator is excited to drive the mover, and thus the carrier, and coasts between the stators to run on a rail. Is suitable for in-office transportation of small and lightweight articles such as slips and cash.

FIG. 15 shows an outline of the linear motor car system previously proposed by the present inventor. The transport path RAL is arranged so as to connect a plurality of article transfer places, and stations STa, STb, ... each including a linear motor stator block are transport paths RA.
Dispersed and arranged at appropriate intervals along L. Each station is attached with a station controller (STC; a, b, ... is a subscript that distinguishes from each other) 3a, 3b, ..., and these controllers control stator excitation according to instructions from the linear motor controller 2. To control the traveling of the carrier CR.
The system controller 1 controls the entire system based on the request from the transport request source. The linear motor controller 2 is a station controller via a cable 4.
.. and 3a, 3b, ... Are connected in a multi-drop form as shown in FIG. 15 (A) or in a parallel form as shown in FIG. 15 (B), in accordance with a transfer instruction from the system controller 1. The operation mode and speed designation are given to the controllers 3a, 3b ....

In the operation mode, the neutral mode that does not perform any control,
There are a start mode for performing start control, an acceleration / deceleration mode for performing acceleration / deceleration control, and a stop mode for performing stop control. First
As shown in Fig. 15, if there are stations STa, STb ... on the transport path RAL and the carrier CR is transported from the station STa to the same STd, the linear motor controller 2 sends a command to the station controller to start the station STa in start mode. , STd and STe in stop mode, STb and STc in acceleration / deceleration mode.

The command is first sent to stations STb-STe, which puts these stations from neutral mode into acceleration / deceleration mode or stop mode. The linear motor controller 2 then sends a sense command to capture the status of each station,
Check whether these stations have switched to the mode instructed by the above acceleration / deceleration or stop command. If not switched, it is determined that a failure has occurred, an error is notified to the system controller 1, and the operation is stopped there (the carrier CR is not started). If switched, a start command is sent to the station STa, the station is switched from the neutral mode to the start mode, and the carrier CR is started. When the carrier CR starts, the station STa is switched to the stop mode, the carrier CR continues to run, undergoes acceleration / deceleration control at the station STb, and when the station CR passes through the station, the station STb is switched to the stop mode. The same applies to the station STc, and the station STd is controlled to stop (braking or stopping by applying a stationary or reverse moving magnetic field).

The acceleration / deceleration control is performed by the linear motor controller 2 designating the carrier passing speed of the carrier to the station controller 3, and the station controller controlling the excitation of the stator so that the carrier passing speed becomes equal to the instructed speed. Done. In order to minimize the time required for the carrier to travel, the vehicle may be accelerated to the maximum allowable speed at the maximum acceleration, run at that speed, and braked and stopped at the maximum deceleration. FIG. 16 (B) shows an example of this kind of acceleration / deceleration curve. In this example, as shown in FIG. 16 (A), carrier CR
Is transported from station STa to STg, station STa is started at maximum acceleration, and station S
Tb and STc are passed at maximum speed Vmax, and stations STd to S
At Tf, deceleration control is performed so that the speed is along the maximum deceleration curve Cd, and the station is stopped at STg.

The maximum speed is increased to an allowable or reachable maximum speed when the carrier transfer section is long, but is determined by the deceleration curve Cd when the carrier transfer section is short, and is limited to the maximum speed within a range where deceleration and stop are possible. As an example, in the case of a traveling section including ten or more stations, deceleration is performed at 4 to 5 stations and acceleration (including constant speed) is performed at 7 to 8 stations.
However, the acceleration / deceleration control that is actually performed is determined by the speed Va of the carrier that has entered each station and the commanded speed Vc to that station. Accelerate if Va <Vc, decelerate if Va> Vc, and what if Va = Vc? Without doing so. The commands given to each station are STa for start command, STg and ST.
h is a stop command, STb to STf are acceleration / deceleration commands,
A speed according to the acceleration / deceleration curve of FIG. 16 (B) is instructed to STb to STf, and the acceleration / deceleration control is performed at each station STb to STf.

Fig. 17 shows an example of application of such a linear motor car system. The transport route RAL has multiple window CTs in bank stores (1 in the figure
(Only one is shown) is provided to connect the cashier AC.
Each teller CT has an online tellers machine OTM for entering customer transaction data, a depositing machine TAD for counting cash amount, a terminal writer STW for printing transaction data, and a cash input / exit CA,
CB is provided. This window is for two people and is a Terra's machine.
OTM etc. are dedicated, and depositing machine TAD etc. are shared. The teller operates the tellers machine OTM etc. at the request of the customer, in the case of depositing, the cash received from the customer is counted by the depositing machine TAD, the cash is loaded from the TAD to the carrier, and the cash dispenser AC
To be transported to. For withdrawal, pay the carrier AC
Send the cash to the cashier, transport it from the teller machine AC to the window, take it out through the cash input / exit port, and give it to the customer. Cash machine AC is a cash input machine ACU and a cash storage machine A
Equipped with DU, required cash is loaded from the cash dispenser ACU to the carrier according to the withdrawal command, and the cash carried by the carrier is thrown into the cash storage device ADU according to the deposit command. The scrutiny terminal CCU includes a display, a keyboard, etc., inputs a scrutiny command and the like to the system controller 1, and outputs a scrutiny result and the like.

The transport path RAL that connects the window CT and the cashier AC rarely linearly extends on a horizontal plane, and generally bends and rises / falls. When the transport path bends and goes up / down, the running resistance changes, so the actual carrier speed deviates from the straight line in FIG. 16 (B), which is a speed curve assuming a horizontal transport path. For example, if there is a downward slope between stations STf and STg, the carrier may become too fast at the specified speed Ve to derail or stop at the station STg.Therefore, it is necessary to set the Vd that is Ve> Vd to the specified speed. If there is an upward slope or a curve between the stations STf and STg, the designated speed Ve may be too slow and the train may stop halfway. Therefore, it is necessary to set the designated Vu where Ve <Vu. The same is true between other stations.

When the transport path is out of the straight or horizontal state, the speed pattern needs to be corrected. However, it is necessary for the linear motor controller 2 to calculate and perform the speed correction each time each station is instructed to start or stop. This is not preferable because it causes an increase in the number of calculation programs and an operation delay due to the time required for calculation. This problem is based on the velocity curve as shown in FIG. 16 (B), and each station (specifically, the station controller) receives the designated velocity according to the basic pattern from the linear motor controller and conveys it separately before and after the station. The solution is to add a correction according to the condition of the road and bring it to the specified speed. The following table shows an example of the correction table.

Here, l, m, p, q are correction values. If it is a curve, there is a problem that it will be derailed or it will not reach the next station. Therefore, if the specified speed is the maximum speed Vmax, 1 is subtracted, and if it is the minimum speed Vmin, m
The corrected designated speed should be between Vmax-1 and Vmin + m. In addition, p may be added to Vmin because it may not be able to reach the next station where there is no uphill slope, and if it is a downhill slope, the speed may be too high and derailment may occur, so Vmax and Vmin
To reduce q, p. For curves and up / down slopes, these are the sums of these, and for straight lines and horizontal, uncorrected as long as the specified speed is between Vmax and Vmin. a to f are also correction values,
This will be described later.

When the installation position of the station is determined, the rail shapes before and after that are determined, so that the correction value necessary for the own station can be obtained from Table 1, and thus the designated speed can be easily corrected. This table 1 is provided in the linear motor controller 2, and each station receives the correction values of the table 1 corresponding to the front and rear rail shapes from the linear motor controller 2 at the initial time and stores them in the memory. When the specified speed is sent from, the correction value is corrected and used. In Table 1, the curve and the up / down slope are set, and the degree thereof is not a problem, but of course, this is also a degree, and the correction value l ₁ , m ₁ for the large curve, l ₂ , m for the small curve You may make fine corrections such as ₂ .

[Problems to be solved by the invention]

By the way, in the already proposed linear motor curse system, mode and speed instructions are given to each station,
In addition, if the status of each station is requested by the Cels command, and if there is no abnormality, a start command is sent and the operation of the carrier is started, but if there is no response from a station even if the sense command is sent, it is regarded as a failure and the operation of the carrier Do not fit. However, depending on the station, the carrier may be able to run even if the station cannot be accelerated or decelerated due to a failure, and in such a case, stopping the carrier travel is not preferable from the viewpoint of system reliability. .

The present invention aims to improve the above points by allowing the carrier to travel as much as possible even if an abnormal station occurs.

[Means for solving problems]

According to the present invention, a plurality of stations including a stator of a linear motor are dispersedly arranged along a transport path, a carrier having a mover of a linear motor attached thereto is placed on the transport path, and the carrier travels in a designated speed pattern. In the transport control method of the linear motor car, when an abnormality is detected at a station in the transport section, the carrier is started by giving a specified speed to the stations in the acceleration / deceleration operation section before and after the abnormal station with a changed speed pattern. It is characterized by that.

[Action]

Even if an abnormal station occurs, if it is an acceleration / deceleration station intermediate between the start station and the stop station, the carrier can often travel only by changing the speed pattern. Therefore, in the present invention, if the station STe is abnormal as shown in FIG. 1, the speed pattern when all stations are normal indicated by the dotted line is changed to, for example, the solid line speed pattern, and the speed is designated to each station. The solid linear velocity pattern is obtained by shifting the designated velocities Ve and Vd for the stations STe and STd in the dotted linear velocity pattern except the abnormal station STe to the designated velocities of the stations STd and STc by shifting them one station at a time. Alternatively, a predetermined value may be subtracted from the dotted linear velocity patterns of STc and STd.

This speed change may be performed only for stations in the deceleration section. That is, the station ST
b and STc are in the acceleration section (specifically, it is a constant speed, but this is put into acceleration), and stations STd to STe are in the deceleration section, but even if the station in the acceleration section is abnormal, this is Acceleration is not performed, so that acceleration is performed or the maximum speed is reduced correspondingly after the next station, and there is no particular hindrance to the running or stopping of the carrier. Therefore, correction of the speed pattern is unnecessary. On the other hand, if the station in the deceleration section is abnormal, deceleration is not performed in that station and the speed may become excessive, which may make it impossible to stop at the stop station, so it is necessary to correct the speed (deceleration) pattern. If this is done by a method of shifting the designated speed toward the front by one station as shown in the figure, deceleration will be performed faster by one station, and it will not be impossible to stop at the stop station.

When considering the shape of the conveyance path, the station before the abnormal station needs to take in a correction value according to the shape of the conveyance path of the abnormal station and correct it. In this case, go to the linear motor controller 2 in Table 1 above.
It is convenient to store and store the calculated speed pattern of the solid line in Fig. 1 (b), then correct it with the correction value obtained from Table 1 and send the corrected specified speed to each station. Is.

FIG. 3 (A) is a flow chart showing the above processing procedure. When the linear motor controller 2 instructs each of the start and stop stations from the system controller 1 and receives a traveling command, it calculates a speed pattern such as the dotted line in FIG. 1 (b), and the specified speed of the stations STb to STf indicated by the pattern. To these stations (mode instruction is also given). The designated speed is calculated as shown in FIGS. Then, a sense command is sent to take in the states of these stations, and if there is no abnormality, a start command is sent to the station STa. If there is an abnormality, for example, if there is no response from the station STe to the sense command, the station STe is removed, and the remaining stations receive the first command.
The corrected speed pattern as shown by the solid line in FIG. Next, it is checked whether or not it is possible to carry at the designated speed of each station indicated by this pattern, and if it is not possible, the system controller 1 is notified to that effect and the processing ends. If it can be conveyed, the specified speed is sent to the stations STb to STd, STf, the abnormal station STe is instructed to cancel the specified speed given before, and then a sense command is sent to capture the status of each station. Stations STb to STd, STf
If there is an abnormality, the system controller 1 is notified that conveyance is not possible, and if there is no abnormality, the power of the abnormal station STe is turned off (when this is done, the cancel instruction to STe is not issued) and the start command is issued to the station STa. To send.

The calculation process of the designated speed is as follows. As shown in FIG. 3 (B), first, it is checked whether the stopped station is normal, and if it is normal, a stop flag is set in the machine number of the station, and then the next station is checked whether it is normal. If it is normal, it is checked whether the next station is a start station, and if it is not the start station, the acceleration / deceleration flag is set in the machine number of the next station, and then the speed is read from the deceleration pattern table, and the speed control register VC Set to. The deceleration pattern table is as follows.

…… 〇 〇 Vd Vc Vb Va Va Va Here, the speed of the station one station before the stop station is the speed of the station two stations before it, and so on. Next, check the abnormal station counter, and if it is 0, jump to FIG. 3 (C), increment the read pointer of the deceleration pattern table by 1, clear the abnormal station counter, and then check whether this station is the starting station, If not, the process returns to FIG. 3 (B), and the next station is checked for normality.

If such a process is repeated, it will eventually become the starting station. In this case, the starting flag is set in the machine number of the station, then the speed is read from the deceleration pattern table, and set in VC. . And this time, this station in Fig. 3 (C) has started? When the check is made, the answer is yes, and the calculation of the specified speed is completed, and the next processing is performed.

Is it normal? If it is determined to be abnormal by the check, the process moves to the illustrated processing step. That is, when the stop station is abnormal,
Change the destination to the adjacent station near the start side, and if this is abnormal, change the destination to the adjacent station.
If two abnormal stations continue, it is difficult to execute the new setting because it is difficult to set a new designated speed due to various conditions. The abnormal station counter indicates that there is an abnormal station. A predetermined area on the memory is assigned to each station, and when a station abnormality is detected, an abnormality flag is set in the area of that station. In addition, the operation mode and the specified speed are set at the time of conveyance, and when the operation mode and the specified speed are set for all stations, the command of the operation mode and the specified speed set in the station is sent to each station. If an intermediate station on the downhill rail becomes abnormal, the approach speed to the downhill station may be too fast even if the speed of the uphill station is set to a value close to 0. In this case, it is impossible to execute. . Whether execution is possible or not is determined from the rail shape of the abnormal station.

The station abnormality is known because the linear motor controller 2 sends a sense command to each station and there is no response, or there is a response but there is an error in the response content. As described above, the sense command is sent after sending the mode instruction command and the specified speed to each station prior to starting the carrier, but in addition to this, when the system is powered on and enters the operable state, etc. Is also sent. If there is no response when the power is turned on, or if an abnormal station is found due to a response that there is an abnormality in the memory or sensor, it is preferable to determine the speed pattern as if the abnormal station had not been started. However, the optimum speed pattern can be obtained.

The voltage of the power supply for exciting the stator winding to determine the specified speed,
Considering the weight of the article loaded on the carrier, the carrier speed can be more accurately matched to the specified speed pattern.

When an abnormal station is detected, canceling the command to the station or not giving the command from the beginning may not be sufficient. That is, it is possible that a station that does not respond to the sense command is in a state of maximizing acceleration or deceleration independently of the command, without knowing what kind of state it is in. This will interfere with driving.
Therefore, it is better to turn off the power of the abnormal station and give a start command in such a state. The power of each station can be normally turned on / off by a remote ON / OFF signal from the linear motor controller 2, so it is preferable to turn it off by the signal. Then, with respect to an abnormal station having a response to the sense command, the power-off of the station is confirmed by the response, and then a start command is sent.

If the abnormal station is the starting station, carrier transportation is impossible. Further, when the abnormal station is a stop station, it is not possible to stop the carrier in the station, but in this case, it is possible that the carrier transfer is not disabled and the carrier transfer is performed by using another station as the stop station. FIG. 2 shows this example. The starting station STa is the teller depositing machine of the window CT shown in FIG. 17, and the stopping station STf is the cash storage unit ADU of the cash accounting machine AC. The station STe just before the storage unit ADU is set as the manual station,
In this case, if you open the cover of the transport path so that you can take out cash from the carrier CR, if the storage unit ADU fails, you switch the stop station from STf to STe, stop the carrier here, and the staff manually You can get cash from your carrier at.

When the abnormality of the station STf is detected after the starting station STa has loaded cash on the carrier CR and designated the speed to each station, the above-mentioned recalculation and redesignation are performed. Display the change of stop station to inform the staff. Further, when the station STa is set as the stop station due to withdrawal or the like, if the station is abnormal, the previous manual station STb may be switched to the stop station.

〔Example〕

FIG. 8 shows a concrete example of the station controller 3.
The main control (station) processor 30 has a memory 30a therein, exchanges data and commands with the linear motor controller 2 via the cable 4, and also has a motor processor 31 and a mechanical control processor 38 and a flag. It also exchanges data, and mainly works as a relay processor. The motor control processor 31 excites and controls the stator according to an instruction from the main control processor 30, and has a carrier speed measurement counter 31a and a memory 31b therein.

The carrier CR is provided with a plate 103 having a plurality of cutouts as shown in FIG. 14, and the station has sensors S1 to S1 each having a light emitter and a light receiver arranged at a position where the notch 107 of the plate is sandwiched. Since S4 is provided, the light received by the light receiver is intermittent when carriers enter, and the pulse width of the intermittent light indicates the carrier entry speed. The counter 31a measures this pulse width. Incidentally, in FIG. 14, 120 and 121 are conveyance paths R
STAT is a stator, which is a pair of rails that make up the AL. 105
Reference numerals a and 105b are upper and lower guide rollers of the carrier CR, and 105c is a lateral guide roller thereof, and these rollers constitute traveling wheels of the carrier. There is a similar guide roller on the plate 104 side.

The multiplexer 32 outputs the outputs of the sensors S1 to S4 to the processor 31.
Selection signal SEL and output to the processor 31. Each of the coil driving drivers 34 is composed of a solid state relay, and the driver 34a moves the stator acceleration / deceleration coil 114b from the motor control processor 31 in the direction (right,
Left) Exciting with three-phase AC according to the instructions. Also driver 34b
Drives the stator positioning single-phase coil 114a according to the positioning command PCMD from the motor control processor 31, and the driver 34c drives the stator positioning damping coil 114c.
The damping command SCMD from the motor control processor 31
Driven by. Reference numeral 35 is an interface circuit, which has registers 35a and 35b for flags (FLG) and registers 35c and 35d for commands and data. A first bus 36 exchanges flags, data, and commands between the main control processor 30 and the interface circuit 35. 40
Is a station machine number setting switch, 37 is a second bus, and exchanges flags, data, and commands between the main control processor 30 and the interface circuit 39 of the mechanical control unit.

The mechanical control processor 38 has a memory 38a therein and controls the motors 135, 146, 151 of the carrier lift mechanism, the rail lid mechanism, and the shutter opening / closing mechanism. The interface circuit 39 has flag registers 39a and 39b and command and data registers 39c and 39d. Reference numerals 135a, 146a, 151a are drivers for the motors 135, 146, 151, respectively. The mechanical control unit MCC including these is provided in a station provided with a lift mechanism or the like.

FIG. 4 shows a specific example of the linear motor controller 2.
The main control processor 50 receives the conveyance instruction from the system controller 1 via the interface circuit 51 including a register for data and a flag, and also notifies the end of the instructed conveyance. Reference numerals 52 and 53 are memories for the processor 50, 54 is a programmable timer, 55 is a line control unit for exchanging data with each station, and is connected to each station controller by a driver 55a and a receiver 55b. 56 is a switch for setting the total number of stations provided on the transport path, and 57 is a switch group for setting a number indicating the rail shape between the stations (the switch group of the total number of stations-1). The linear motor controller gives a transportation instruction from the system controller, and gives an instruction for each operation mode and a speed instruction to stations involved from start to stop.

Linear motor controller set in initial 56
Read the number of connected stations.
Based on this number, each station is sensed to check the connection status and whether there is any abnormality. That is, since the station machine numbers starting from 1 are preset in each station, the linear motor controller senses the machine numbers 1 to 10 if the number of set stations is 10. On the other hand, a station that has received no response or has returned an abnormal response can be determined to be abnormal. Next, the rail shape data is read from the switch group 57. The switch group 57 can be installed at the factory or locally.
Everything is set according to the rail shape between each station. The rail shape and the number of stations may be initially notified from the system controller.

The linear motor controller turns on the power of each station by the power (POW) remote ON / OFF line of each station when the internal initial processing after turning on the power is completed. This state is shown in FIG.

Next, the operation of FIG. 8 will be described based on the transmission / reception operation explanatory diagram of FIG.

At the time of initialization, the linear motor controller 2 corresponds to the rail shape based on the rail shape information read from the switch group 57 via the cable 4 to the control units 3a, 3b, ... of all stations STa, STb ,. 9th speed data RECV
The data is transmitted as shown in FIG. This speed data is the data shown in Table 1 above, namely maximum speed, minimum speed, correction values l, m, p, q,
And correction values a to f (used when the next station is a stop station), only data corresponding to the rail shapes on the left and right sides of the station are extracted.

At each station, the main control processor 30 receives this, stores it in its own memory 30a, and then stores it in the bus 3
Transfer to the motor control processor 31 via 6. Handshake control is used for transfer control via the bus 36, and the main control processor 30 uses the interface circuit 35.
The transfer flag is set in the register 35a and the speed data is set in the register 35c. The motor control processor 31 looks at the register 35a and detects that there is a transfer,
Read the contents of register 35c. After the reading, the motor control processor 31 sets a flag in the register 35b to notify the main control processor 30 of the receipt, and waits for the next speed data (the data transfer amount for one time is determined by the bus width). The motor control processor 31 sequentially stores the thus obtained speed data in the memory 31b in the table format shown in Table 1.

In this way, the speed data of each rail shape is stored in the memories of the control units of all stations.

Next, when a travel command is given from the system controller 1 to the linear motor controller 2, the linear motor controller gives a carrier acceleration / deceleration command SPC to the acceleration / deceleration station as shown in FIG. 9 (B). Main control processor for each acceleration / deceleration station (STb to STf)
The command 30 receives this command SPC and the specified speed Vc and transfers it to the motor control processor 31 via the bus 36 and the interface circuit 35 as described above.

Upon receiving the acceleration / deceleration command SPC from the main control processor 30, the motor control processor 31 switches from the neutral mode to the acceleration / deceleration mode. When switching to the acceleration / deceleration mode, the motor control processor 31 sets a flag in the register 36b to notify the main control processor 30 that the acceleration / deceleration mode is set, and at the same time sets the designated speed Vc to the memory 31b.
To store.

Next, the linear motor controller 2 sends a sense command SNS to the acceleration / deceleration stations STb to STf to read the operation mode of each motor control processor 31. The sense command SNS is sent to the main control processor 30, and the processor 30 notifies the linear motor controller 2 of the notified mode as a response via the cable 4. From this response, the linear motor controller 2 confirms whether or not the acceleration / deceleration stations STb to STf are in the designated operation mode (acceleration / deceleration mode).

Next, the linear motor controller 2 transmits a stop command STP to the stop station (STg in this example) and the next station (STh). Stop station STg, STh
Similarly, the main control processor 30 receives the stop command STP and transfers it to the motor control processor 31. If the motor control processor 31 is normal, it switches to the stop mode. This operation mode is notified from the motor control processor 31 to the main control processor 30 as described above.

In this way, if the stop command STp is given to the next station STh in addition to the station STg where the original stop should be performed and the stop mode is set to the stop mode, the stop station STg
Even if an abnormality occurs after the g has been set to the stop mode, the carrier CR stops at the next station STh, which prevents the carrier from running out of control.

The linear motor controller 2 sends a sense command SNS to the stop station so that the main control processor 30 notifies the operation mode.

Next, the linear motor controller 2 transmits a start command STR (including designation of the starting direction etc.) to the starting station (STa in this example) after completion of the above-mentioned confirmation check.
At the start station, the main control processor 30 receives the start command STR, notifies the motor control processor 31 of this in the same manner as described above, and switches the operation mode of the motor control processor 31 from the neutral mode to the start mode.

In the start mode, the motor control processor 31 immediately controls the start of the carrier CR, starts the carrier, and automatically switches to the stop mode after the start control is completed.

After that, the vehicle runs on the carrier CR, and acceleration / deceleration is controlled at the acceleration / deceleration station. Along with this, the linear motor controller 2 sends a sense command SNS to each station on the travel route.
To check the status of each station to see if the carrier has run normally and if it has not stopped halfway. The acceleration / deceleration station also automatically switches to the stop mode after the acceleration / deceleration control is completed.

In this way, by switching the start / acceleration / deceleration station to the stop mode after the control is completed, the carrier that has passed through the station is repelled at the next station, does not reach the next station, and stops even if it goes backward. And an extremely safe configuration is possible.

FIGS. 10 (A) and (B), FIGS. 11 and 12, and FIG. 13 are flowcharts showing the operations in the start, acceleration / deceleration, and stop modes. The following operations are performed in the start mode shown in FIG.

10) When the motor control processor 31 is set to the start mode in the above step, the processor 31 examines the contents of the memory 31b, determines whether the speed data (maximum speed, minimum speed) is set, and sets it. If not (if there is no velocity data), the process ends as an error. If it is set, check whether the carrier CR is in the starting position. This is done by the sensor described above. Ie sensor
S ₁ and S ₄ are at one end and the other end of the stator STAT as shown in FIG. 14, the sensors S ₂ and S ₃ are between S ₁ and S ₄ , and in the correct stop position the notch 107 Is between the sensors S ₂ and S ₃ . Therefore, if the sensors S ₁ and S ₄ are on (non-light-shielding) and the sensors S ₂ and S ₃ are off (light-shielding), it can be determined that the carrier is correctly stopped at the station. The processor 31 uses the sensors S ₂ , S
Check the output of ₃ and when the above conditions are satisfied, the carrier CR
Is in the starting position, and it is determined that the starting control is possible. If not, it is not in the starting position, the starting control is impossible, and an error is issued and the process ends.

11) When determining that the carrier CR is in the starting position, the processor 31 determines the control speed. Processor 31 is memory 31
Examine b and determine if there is a specified speed. The linear motor controller 2 starts the start command in the above steps.
The STR is transmitted, and if necessary, the designated start speed SVc is transmitted, and the processor 31 stores this in the memory 31b. The processor 31 checks this memory 31b and, if there is a specified speed SVc, checks whether it is possible to start at this specified speed SVc. That is, the processor 31 compares the specified speed SVc with the maximum speed V _M x allowed for its own station, and if V _M x> SVc, the specified speed S Vc
Vc is determined as the control speed (control data) and set.

12) Conversely, if there is no designated speed SVc (not instructed) or if SVc ≧ V _M x, the maximum speed V _M x is determined and set as the control speed.

13) In this way, when the control speed is determined, the processor 31 starts exciting the motor. That is, the processor 31 applies a RIGHT (right) or LEFT (left) drive signal to the driver 34a according to the starting direction to excite the acceleration / deceleration coil 114b. As a result, the carrier CR starts.

14) The processor 31 next detects the speed of the carrier CR from the outputs of the sensors S _{1 to} S ₄ . For example, if the sensor S ₃ and the carrier CR in the direction (the right direction) of S ₄ is starting, the processor 31 provides a selection signal SEL so as to select the output of the sensor S ₃ to the multiplexer 32, the sensor S ₃ The output pulse of is taken in, the width is counted by the counter 31a, and the speed is detected. Such a manner leading end of the notch 107 of the carrier CR within which reaches the sensor S _4, select the output from the sensor S ₄ occurs, the output of the processor 31 sensor S ₄ to the multiplexer 32 receives this The selection signal SEL is applied so that the output pulse of the sensor S ₄ is received, the width is counted by the counter 31a, and the speed is detected.

The processor 31 further counts the number of output pulses from the multiplexer 32 and detects the position of the carrier CR.

15) The processor 31 detects the actual speed of the carrier CR from the contents of the counter 31a after starting the above-mentioned excitation and compares it with the above-mentioned control speed. If the actual speed is equal to or lower than the control speed, the excitation is continued, and the position of the carrier CR is detected from the number of output pulses described above to check whether the carrier CR has reached the excitation end position.

16) If the excitation end position has not been reached, continue excitation,
Return to step 15.

17) On the other hand, if the actual speed exceeds the control speed, the carrier CR
Even if has not reached the excitation end position, the excitation of the acceleration / deceleration coil 114b is stopped and the operation ends.

When the carrier CR reaches the excitation end position, the excitation of the acceleration / deceleration coil 114b is stopped and terminated because it is useless to continue excitation further. In this case, the carrier CR has left the starting station before the control speed is reached.

11 and 12 show the operation in the acceleration / deceleration mode.

20) In the above step, when the motor control processor 31 is switched to the acceleration / deceleration mode, the processor 31 checks from the outputs of the sensors S _{1 to} S ₄ whether the carrier CR is on its own station, and the carrier CR is self If it is in the station, it ends as an error.

21) If there is no carrier CR at its station, processor 31 determines the control speed. That is, the processor 31 checks whether the next station in the traveling direction is at the stop position. Linear motor controller 2 uses acceleration / deceleration command SPC
A flag is added to the station immediately before the stop station (STf in this example) to notify that fact.
The processor 31 knows from this flag whether or not its own station is just before the stop station.

If its own station is just before the stop station, the processor 31 reads the correction value according to the rail shape from the speed table of the memory 31b and sets it as the control speed. This correction value is the passing speed of the station such that the approach speed to the stop station is within a predetermined value, and it is necessary to control it accurately. Therefore, it is sent from the linear motor controller 2 at the initial time as described above.

22) When the processor 31 determines that its own station is not before the stop station, the processor 31 checks the memory 31b to determine whether or not the designated speed Vc is present. When the linear motor controller 2 indicates the maximum speed,
Since the specified speed is not attached to the acceleration / deceleration command SPC, it is determined that the maximum speed is instructed when the specified speed Vc does not exist. Then, when there is no specified speed Vc, the processor 31 sets the maximum speed V _M x the maximum speed V _M x read from the speed table of the memory 31b, the low-speed side of the control speed, faster than the maximum speed Mx speed side V Set _M x + α.

23) On the other hand, when there is the designated speed Vc, the processor 31 compares the specified speed Vc with the maximum speed V _M x. By this comparison, the maximum speed
If V _M x is faster than the specified speed Vc, that is, if V _M x> Vc, the specified speed
Determine Vc as the control speed and set it to the higher speed side. Conversely, when the instructed speed Vc is determined to earlier i.e. Vc ≧ V _M x than the maximum speed V _M x, the maximum velocity V _M x determines the control speed is set in the high-speed side.

The processor may be used to determine the low speed side control velocity, comparing the minimum velocity V _MN read from the speed table of the memory 31b, and the designated speed Vc and the minimum speed V _MN. If this comparison is made, that is, if it is determined that Vc> V _MN , the designated speed Vc is determined as the control speed and set to the low speed side. Conversely, the specified speed
When Vc is determined to be Vc ≦ V _MN , the minimum speed V _MN is determined as the control speed and set to the low speed side.

24) When the control speed is determined in step 21 or 22 or 23 in this manner, the carrier CR entry waiting state is entered. That is, the processor 31 monitors the output of the sensor S ₁ or S ₄ and determines whether the carrier CR has entered the station.
Then, when the entry of the carrier CR is detected by the output of the sensor S ₁ or S ₄ , the carrier is first detected by the output of the sensor S ₁ or S _4.
Detect the approach speed of CR.

25) The processor 31 compares the actual approach speed and the set high speed side control speed, and if the actual approach speed is faster than the high speed side control speed, the processor 31 starts reverse excitation to decelerate to the high speed side control speed. . That is, the processor 31 gives a drive signal to the driver 34a, reversely excites the acceleration / deceleration coil 114b so that the magnetic field moving direction is reversed, and decelerates the carrier CR.

26) The processor 31 also detects the actual speed during this period and determines whether the speed is slower than the control speed on the high speed side. If the speed is slow, the excitation is stopped and the processing is terminated.

27) Conversely, when it is not delayed, the position of the carrier CR detected by counting the output pulses of the multiplexer 32 by the processor 31 is the passing position (sensor S ₄ or S ₁₎ as in step 14 of the start mode described above. Position) is detected, and if it has reached, it is useless to continue the reverse excitation any more, so the excitation is stopped and the process ends.

28) On the other hand, when the processor 31 determines that the carrier CR has not reached the passing position, it determines whether it is the acceleration mode or the deceleration mode. If it is the deceleration mode, the process returns to step 26, and if it is the acceleration mode, the process goes to step 30.

29) In step 25 described above, if the actual approach speed is slower than the high speed side control speed, the processor 31 compares the actual approach speed and the low speed side control speed. If the actual approach speed is faster than the low speed side control speed, the actual approach speed is between the high speed side control speed and the low speed side control speed, so there is no need for acceleration / deceleration, and the process ends without exciting the acceleration / deceleration coil 114b. .

On the contrary, if the actual approach speed is slower than the low speed side control speed, the processor 31 starts the excitation for acceleration to the low speed side control speed. That is, the processor 31 gives a drive signal to the driver 34a, excites the acceleration / deceleration coil 114b, and accelerates the carrier CR.

30) The processor 31 also detects the actual speed during this period and determines whether the actual speed becomes faster than the control speed on the low speed side. If the actual speed becomes faster, the excitation is stopped and the process is terminated. On the contrary, if the actual speed does not become higher than the control speed on the low speed side, the process returns to step 27 to continue the acceleration control.

FIG. 13 shows the operation in the stop mode.

31) In the above steps, when the motor control processor 31 is switched to the stop mode, the processor 31 causes the sensor 31
S ₁ carrier CR from the output of the to S ₄ are investigated whether on its own station, if the self station, the positioning process, i.e., processor 31 driver 34b, positioning the coil 114a by driving the 34c, Excite 114c and finish.

32) Conversely, if the carrier CR is not on its own station, it is checked whether the processor 31 memory 31b has designated speed data. This designated speed data is set to change the stop control condition according to the weight, because the force required to stop the carrier CR differs depending on the weight and the approach speed.
Usually, standard (for example, medium weight) data (threshold speed Vh for high speed stop and middle speed stop and threshold speed V for middle speed stop and low speed stop) is used as the speed data described in step.
l) is sent and stored in the memory 31b. On the other hand, if the article mounted on the carrier CR is light or heavy, the linear motor controller 2 sends the stop command STP with the designated speed data corresponding to it. Therefore, the processor 31 sets the designated speed data in the memory 31b as control stop data if it exists, and sets the standard designated speed data sent in the memory 31b as control stop data otherwise.

33) When the control stop data is set in this way, the state of waiting for the entry of the carrier CR is entered. That is, the processor 31
Monitors the output of the sensor S ₁ or S ₄ and determines whether the carrier CR has entered the station. And sensor S ₁
Or upon detecting the entry of the carrier CR by the output of the S _4, it detects the entrance speed of the carrier CR from the output of the previous Dzu sensor S ₁ or S _4.

34) then the processor 31 includes a high side determination speed Vh and the low side determination speed Vl of the control stop data, compared to V _R> Vh and the actual velocity V _R
Nara rapid shutdown, medium-speed stop if Vh ≧ V _R> Vl, determines if the low-speed stop Vl ≧ V _R. When the processor 31 determines that the vehicle has stopped at high speed, the carrier CR enters and a drive signal is sent to the driver 34a to reversely excite the acceleration / deceleration coil 114b, and the sensors S ₂ , S
_When both outputs of ₃ are generated and the carrier CR reaches the positioning position, the drivers 34b and 34c are driven to excite the positioning coils 114a and 114c to stop the positioning.

When the processor 31 determines to stop at medium speed, it drives the drivers 34b and 34c as the carrier CR enters and excites the positioning coils 114a and 114c to stop the positioning coils 114a and 114c.

When the processor 31 determines that the vehicle has stopped at a low speed, the positioning position after the carrier CR enters, that is, when both the outputs of the sensors S ₂ and S ₃ are generated, the drivers 34b and 34c are driven to excite the positioning coils 114a and 114c. Stop it.

FIG. 6 shows another embodiment. In the above, the drive control of the linear motor of each station was performed by the distributed controller for each station, but this does not have a controller in each station but only a linear motor drive driver and a sensor amplifier, The drive control can also be performed by a linear motor controller.
DV and AMP in FIG. 6 are the drive driver and the sensor amplifier. The driving method in this case is the same as that of the previous method. That is, the rail shape between the stations is set in advance by the linear motor controller 2. Therefore, when there is a conveyance instruction from the system controller 1, the passing speed based on the deceleration curve is applied to the stations involved from start to stop. After that, the passing speed is determined in consideration of the speed condition based on the rail shape and stored in the internal memory. After this, the presence or absence of abnormality in each station is checked (for example, the S1 to S4 sensors are checked). If there is no abnormality, the coil of the starting station is driven to control the starting so that the speed becomes the set speed in the memory. Then, when the sensor of the next station detects the entrance of the carrier, the acceleration / deceleration is controlled to the set speed in the same manner, and the control is sequentially performed up to the stop station.

If an abnormality is detected by checking the station for abnormality after the passage speed is determined, a flag indicating that the station is abnormal is set in memory and the set speed based on the deceleration curve is shifted or the speed is corrected by the rail shape. Repeat the process to determine the passing speed and store it in the memory again.
And by controlling the speed of each station by this speed,
The abnormal station does nothing and waits for the carrier at the next station, and controls sequentially. If the stop station is abnormal, change the destination and set the passing speed again. If an abnormality is found in the initial check immediately after the power is turned on, the conveyance can be performed by the same procedure. Also, in the explanation so far, the thrust of the linear motor has a large force for acceleration, but the deceleration force is weak,
Although the speed in front of the abnormal station is reduced so that a predetermined deceleration pattern can be obtained, if the acceleration force is not sufficient, the acceleration section is reduced to facilitate deceleration. This state is shown by the dotted line in FIG. If the deceleration curve has a margin compared to the deceleration force of the motor, deceleration control is possible by increasing or decreasing only the station speed before and after the abnormal station. This state is shown in FIG. 7 (b). If the station STf is abnormal in FIG. 7, the speeds of the stations STe and STg are To Here, Ve, Vf, Vg, are initial set speeds, and _VeN , _VgN are new speeds.

〔The invention's effect〕

As described above, in the present invention, when an abnormality is detected in the station in the deceleration section, a deceleration curve excluding it is created,
Since the carrier starts and decelerates according to the curve to stop at the target station, the reliability of the system can be improved. The basic part of this deceleration curve is given to the abnormal station and the deceleration section station before it. Since the specified speed is given by sequentially shifting to the station group before the abnormal station, it can be created quickly, without increasing the load of the linear motor controller,
Even if an abnormality is detected on the verge of starting the carrier, there is no particular delay and the carrier can be started.

[Brief description of drawings]

FIG. 1 is an explanatory view of a control method of the present invention, FIG. 2 is an explanatory view when a stop station is changed, and FIG.
FIG. 4C is a flowchart showing the processing procedure of FIG.
FIG. 5 is a block diagram of a linear motor controller, FIG. 5 is a block diagram of a power supply control system, FIG. 6 is a block diagram showing another example of the present invention, and FIG. 7 is an explanatory diagram of another example of speed instruction. FIG. 8 is a block diagram showing a concrete example of a station controller, FIG. 9 is an explanatory view of a transmission / reception procedure, FIGS. 10 to 13 are flowcharts showing an operation procedure, FIG. 14 is an explanatory view of a carrier speed detection mechanism, 15 and 16 are explanatory views of the linear motor car system, and FIG. 17 is a perspective view showing an application example of the system. In the drawing, ST is a station, RAL is a transport path, and CR is a carrier.

Claims (3)

[Claims] 1. A plurality of stations including a stator of a linear motor are dispersedly arranged along a conveying path, a carrier having a mover of a linear motor is mounted on an outer conveying path, and the carrier travels in a designated speed pattern. In the transport control method for the linear motor car, when an abnormality is detected at a station in the transport section, the designated speed to be given to the stations in the acceleration / deceleration operation section before and after the abnormal station is given in a changed speed pattern to change the carrier. A conveyance control method for a linear motor car characterized by starting. 2. The transport control method for a linear motor car according to claim 1, wherein the designated speed is corrected according to the rail shape before and after the abnormal station. 3. The transport control method for a linear motor car according to claim 1, wherein the carrier is started after the power of the abnormal station is turned off.