JPH11143540A - Car carrier control device - Google Patents

Abstract

(57) [Abstract] [Problem] Can be connected to wheels and rotate upward (upward rotation)
Is equipped with a one-way clutch that suppresses downward rotation (downward rotation). At least when starting on an uphill road, the electromagnetic clutch connects the wheel and one-way clutch to enable complicated control and excessive power consumption. It is an object of the present invention to provide a control device for a transport vehicle that can surely prevent the vehicle from moving backward (falling down) when starting on an uphill road without requiring the vehicle. A carrier vehicle traveling along a guide line, the vehicle including uphill detecting means for detecting an uphill, and being connectable to wheels and allowing uphill rotation and downhill rotation. A one-way clutch 18 for suppressing the vehicle and an electromagnetic clutch 19 for connecting the wheels 10, 11 and the one-way clutch 18 at least when starting on an uphill road are provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control of a carrier such as an auto guide vehicle (so-called AGV) running along a guide line such as a magnetic tape provided on a floor or a white line tape for light reflection. Related to the device.

[0002]

2. Description of the Related Art Conventionally, as a control device for a carrier of the above-mentioned example, there is, for example, a device described in Japanese Patent Application Laid-Open No. 2-83713. That is, when the transport vehicle travels, a light reflection tape or a magnetic tape is stuck on the travel path to form a guide line, while a guide sensor for detecting the guide line is provided on the vehicle side, and the left and right drive wheels are driven. A driving motor is provided, and by controlling the driving motor, the transport vehicle is configured to travel along the above-described guide line.

[0003] The control device of this conventional transport vehicle has the advantage that the transport vehicle can be smoothly run and stopped along the guide line by the above-described drive motor control.
Since this carrier, particularly the AGV, is originally set for traveling on flat ground, and is not set for traveling on a slope such as an uphill, it is relatively difficult to control the start and stop of the carrier on an uphill. There were serious problems.

[0004]

According to the first aspect of the present invention, there is provided a one-way clutch which can be connected to wheels and permits upward rotation (upward rotation) and suppresses downward rotation (downward rotation). By connecting the wheels and the one-way clutch by an electromagnetic clutch at least when starting on an uphill road, the vehicle can be retracted when starting on an uphill road without the need for complicated control and excessive power consumption ( It is an object of the present invention to provide a control device for a transport vehicle that can surely prevent a backward drop.

According to a second aspect of the present invention, in addition to the object of the first aspect, when the vehicle is stopped on an uphill road, the wheels and the one-way clutch are connected by the electromagnetic clutch. It is an object of the present invention to provide a control device for a carrier that can reliably prevent the vehicle from moving backward when stopping on an uphill road.

According to a third aspect of the present invention, in addition to the object of the first or second aspect, an uphill road is detected by a mark means such as a mark plate installed in front of the uphill road. By doing so, it is possible to provide the vehicle with information indicating that the vehicle is approaching the uphill road by the marking means, and it is not necessary to determine the uphill road by communication or to store the information in a memory or the like, thereby simplifying the control configuration. It is an object of the present invention to provide a control device for a transportation vehicle capable of achieving the following.

According to a fourth aspect of the present invention, in addition to the object of the third aspect, by detecting the gradient of the uphill road by the above-mentioned mark means, not only the uphill road information but also the uphill road information is detected. It is an object of the present invention to provide a carrier control device capable of acquiring degree information and effectively utilizing the degree of gradient for subsequent control.

According to a fifth aspect of the present invention, in addition to the object of the fourth aspect, the output increase rate of the drive motor at the time of starting on an uphill road is set based on the gradient. It is another object of the present invention to provide a control device for a carrier that can ensure a smooth and reliable start corresponding to the gradient of an uphill road.

According to a sixth aspect of the present invention, in addition to the object of the first, second, third, fourth or fifth aspect of the present invention, the end of an uphill road is detected by a mark means provided after the uphill road. By disengaging the wheel and the one-way clutch by the above-mentioned electromagnetic clutch at the end of the uphill road, it is possible to reduce the power consumption and improve the forward / backward responsiveness when traveling on level ground. The purpose is to provide a vehicle control device.

According to a seventh aspect of the present invention, in addition to the object of the first, second, third, fourth, fifth or sixth aspect, the one-way clutch and the electromagnetic clutch are provided on a driven wheel. Accordingly, an object of the present invention is to provide a control device for a transport vehicle that can achieve simplification of the structure.

According to the present invention, the drive torque of the drive motor is gradually increased so that the forward and backward forces of the carrier are neutral or the forward force is higher when the vehicle starts on an uphill road. An object of the present invention is to provide a control device for a transport vehicle that can smoothly start on an uphill road by gradually reducing a braking force of a brake.

According to a ninth aspect of the present invention, in addition to the object of the eighth aspect of the present invention, at least the increasing rate of the driving torque or the decreasing rate of the braking force increases as the gradient of the uphill road increases. Accordingly, an object of the present invention is to provide a carrier control device capable of starting uphill within a predetermined start time even if the gradient is large.

According to a tenth aspect of the present invention, in addition to the object of the eighth aspect of the present invention, at least the increasing rate of the driving torque or the decreasing rate of the braking force increases as the on-vehicle weight of the carrier increases. Accordingly, it is an object of the present invention to provide a control device for a transport vehicle that can surely start within a predetermined start time even if the weight of the vehicle is heavy.

[0014]

According to a first aspect of the present invention, there is provided a transporting vehicle that travels along a guide line, wherein the transporting vehicle can be connected to an uphill road detecting means for detecting an uphill road. It is a control device for a transport vehicle that includes a one-way clutch that allows upward rotation and suppresses downward rotation, and an electromagnetic clutch that connects the wheel and the one-way clutch at least when starting on an uphill road. Features.

According to a second aspect of the present invention, in addition to the configuration of the first aspect of the present invention, a control of a transport vehicle for connecting a wheel and a one-way clutch by the electromagnetic clutch when stopping on an uphill road. The device is characterized in that:

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect of the present invention, the uphill road detecting means detects the uphill road by means of a mark provided before the uphill road. It is a control device for a transport vehicle.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect of the invention, the uphill road detecting means detects the gradient of the uphill road by the mark means. It is characterized by being.

According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect of the present invention, based on the gradient detected by the ascending road detecting means, a wheel drive for starting the uphill road is provided. The present invention is characterized in that it is a control device for a transport vehicle including an output increase rate setting means for setting an output increase rate of a drive motor.

According to a sixth aspect of the present invention, in addition to the configuration of the first, second, third, fourth or fifth aspect of the present invention, the uphill detecting means is provided by a mark provided after the uphill. It is a control device for a carrier that detects the end of an uphill road and releases the connection between the wheel and the one-way clutch by the electromagnetic clutch when the uphill road is ended.

According to a seventh aspect of the present invention, in addition to the configuration of the first, second, third, fourth, fifth or sixth aspect of the present invention, the carrier has drive wheels and driven wheels. And a control device for a carrier in which the driven wheel is provided with a one-way clutch and an electromagnetic clutch.

According to an eighth aspect of the present invention, there is provided a carrier which travels along a guide line, comprising: a drive motor for driving wheels; and a drive motor for driving the wheel so that the torque of the drive motor becomes a predetermined drive torque. Drive motor control means for controlling the drive motor, electromagnetic brake control means for controlling the electromagnetic brake so that the predetermined braking force is obtained when the transport vehicle stops, and the forward and backward forces of the transport vehicle when starting from an uphill road. A control device for a transport vehicle, comprising: a start control means for gradually increasing the drive torque of the drive motor so as to increase the neutral or forward force and gradually decreasing the braking force of the electromagnetic brake. .

According to a ninth aspect of the present invention, in addition to the configuration of the eighth aspect of the present invention, there is provided a gradient detecting means for detecting a gradient of an uphill road. The start control means is a control device for a carrier that increases at least the rate of increase in the driving torque or the rate of decrease in the braking force as the gradient increases.

According to a tenth aspect of the present invention, in addition to the configuration of the eighth aspect, an on-vehicle weight detecting means for detecting the on-vehicle weight of the carrier is provided, and the on-vehicle weight detecting means detects the on-vehicle weight. The starting control means is a control device for a carrier that increases at least the rate of increase of the driving torque or the rate of reduction of the braking force as the weight of the vehicle mounted increases.

[0024]

According to the first aspect of the present invention, the above-mentioned carrier travels along a guide line,
The above-described uphill detecting means detects the uphill, but the above-mentioned electromagnetic clutch connects the wheel and the one-way clutch at least at the time of starting on the uphill, and suppresses downward rotation of the wheel by the one-way clutch. For this reason, there is an effect that the vehicle can be reliably prevented from retreating (falling down) when starting on an uphill road without requiring complicated control and excessive power consumption.

According to the invention described in claim 2 of the present invention,
In addition to the effect of the first aspect of the present invention, when the vehicle is stopped on an uphill road, the above-described electromagnetic clutch prevents the wheels and the one-way clutch from rotating down the wheels. There is an effect that the vehicle can be reliably prevented from retreating at times.

According to the third aspect of the present invention,
In addition to the effect of the first or second aspect of the present invention, the above-described uphill detecting means detects the uphill by the mark means installed before the uphill. As described above, since the information indicating that the vehicle is approaching the uphill road can be provided to the vehicle side in advance by the above-described mark means, there is no need to determine the uphill road by communication or to store the information in a memory or the like. Has the effect of simplifying the process.

According to the invention described in claim 4 of the present invention,
In conjunction with the effect of the third aspect of the present invention, the above-described uphill detecting means detects the gradient of the uphill by the marking means. In this way, not only the uphill road information but also the gradient information can be obtained from the mark means, so that there is an effect that this gradient can be effectively used for subsequent control (for example, starting control).

According to the invention described in claim 5 of the present invention,
In addition to the effect of the fourth aspect of the present invention, the output increase rate setting means increases the output of the drive motor for driving the wheels when the vehicle starts on an uphill road based on the gradient detected by the uphill road detection means. Set the rate. As a result, there is an effect that a smooth and reliable start corresponding to the gradient of the uphill road can be performed.

According to the invention described in claim 6 of the present invention,
In addition to the effect of the invention described in claim 1, 2, 3 or 4, the above-described uphill detecting means detects the end of the uphill by the mark means installed after the uphill. An electromagnetic clutch releases the connection between the wheel and the one-way clutch. As a result, there is an effect that it is possible to improve the forward / backward responsiveness when traveling on level ground following an uphill road while reducing the power consumption.

According to the invention of claim 7 of the present invention,
Since the one-way clutch and the electromagnetic clutch are provided on the driven wheel side in addition to the effects of the invention described in claims 1, 2, 3, 4, 5, or 6, the structure can be simplified. effective. If the one-way clutch and the electromagnetic clutch are provided on the side of the driving wheel that needs to be steered, the structure is complicated, but the structure can be simplified by the above configuration.

According to the invention described in claim 8 of the present invention,
The above-mentioned transport vehicle travels along the guide line, and the above-mentioned drive motor control means controls the drive motor so that the torque of the drive motor for driving the wheels becomes a predetermined drive torque, and the above-mentioned electromagnetic brake control means Controls the electromagnetic brake so that a predetermined braking force (braking force) is attained when the transport vehicle stops. The above-described start control means determines whether the forward and reverse forces of the transport vehicle are neutral or forward when starting from an uphill road. The drive torque of the drive motor described above is gradually increased so as to increase, while the braking force of the electromagnetic brake is gradually reduced. For this reason, there is an effect that the vehicle can be smoothly started without starting backward from the uphill road.

According to the ninth aspect of the present invention,
In addition to the effect of the invention according to claim 8, the gradient detecting means detects the gradient of the uphill road, and the start control means increases the gradient detected by the gradient detecting means. At least the increasing rate of the driving torque or the decreasing rate of the braking force is controlled to increase. As a result, there is an effect that the vehicle can start on an uphill road within a predetermined start time even if the gradient is large.

According to the tenth aspect of the present invention, in addition to the effect of the eighth aspect, the above-mentioned on-vehicle weight detecting means detects the on-vehicle weight of the carrier, and the above-mentioned starting control means Controls to increase at least the rate of increase of the driving torque or the rate of decrease of the braking force as the on-vehicle weight detected by the on-vehicle weight detector increases. As a result, there is an effect that the vehicle can be reliably started within a predetermined starting time even if the vehicle-mounted weight is heavy.

[0034]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below in detail with reference to the drawings. 1 and 2, a guide tape 2 as an example of a guide means (guidance line) is laid on a floor 1 along a moving route (running course) in FIGS. On the side of an AGV (abbreviation of auto guide vehicle) 3 as a car, a base 5 that can be horizontally rotated around a steering center 4 is provided, and left and right drive motors 6 installed on the base 5 are provided. The left and right driving wheels 8 and 9 which are driven independently by the left and right wheels 7 are provided.

The above-mentioned AGV 3 has left and right driven wheels 1.
0 and 11 are provided, and a guide sensor 12 is provided in a direction orthogonal to the above-mentioned guide tape 2. Further, the above-mentioned AGV 3 has address plates 14 and 15 (so-called marking means) provided at predetermined positions on the floor 1, that is, at the near side of the uphill road 13 and the position where the uphill road 13 shown in FIG. An address sensor 16 for detecting the mark plate) is attached (uphill detecting means).
In addition, just before the right turn point and left turn point of AGV,
The illustration of the address plate provided in another part such as the standby position is omitted.

Here, a plurality of the guide sensors 12 described above, for example, 16
Each of the point sensors (not shown) is configured to detect a lateral displacement (lateral displacement) of the AGV 3 with respect to the guide tape 2 using these point sensors. In addition, the above-described guide tape 2 is set to a magnetic tape (magnetic recording medium), and the above-described point sensors are set to a magnetic Hall element as an example of a magnetic sensor. It is difficult to secure a good magnetic detection accuracy.

Further, in this embodiment, in the two-wheel drive type AGV 3, a shift in the left-right direction with respect to the guide tape 2 is detected, and the difference between the rotational speeds of the right and left drive wheels 8, 9 is expressed. The AGV 3 is steered (direction correction, trajectory control) by the difference between the rotation speeds of the respective drive motors 6 and 7.

The left and right driven wheels 10 and 11 are AGV3
Are mounted on the lower part of the vehicle through support members 17, 17, between which a one-way clutch 18 for preventing reverse rotation and an electromagnetic clutch 19 for operating the one-way clutch are provided. Are respectively interposed. The above-described one-way clutch 18 can be connected to the driven wheels 10 and 11, and allows uphill rotation (uphill rotation) on the uphill road 13.
This is a one-way clutch that suppresses downward rotation (downward rotation) on the uphill road 13.

The above-mentioned electromagnetic clutch 19 is mounted on the uphill road 1.
3 when the AGV 3 is stopped and started.
Electromagnetic intermittent means for connecting 0, 11 and the one-way clutch 18. Further, information indicating that the vehicle is approaching the uphill road 13 due to the advance of the AGV 3 and information on the gradient of the uphill road 13 are written in advance on the address plate 14 installed in front of the above-described uphill road 13. Information indicating the end of the uphill road is written in advance on the address plate 15 installed later.

Here, when barcode information is used as the above-mentioned uphill road information, uphill road gradient information, and uphill road end information, a barcode reader is used for the address sensor 16 and magnetic information is used as each of these information. When used, the magnetic sensor 1 is used as the address sensor 16. In FIG. 1, reference numeral 20 denotes an obstacle sensor for detecting the presence or absence of an obstacle, and an infrared sensor or the like can be used as the obstacle sensor.

FIG. 4 is a block diagram of a control circuit of the AGV 3. The CPU 30 includes a signal from the operation unit 21 including a stop switch and a start switch, a signal from the guide sensor 12 for detecting the guide tape 2, and the address plate 14, 15 based on a signal from an address sensor 16 for detecting an obstacle 15 and a signal from an obstacle sensor 20 for detecting the presence or absence of an obstacle.
According to the program stored in M22, the operation display unit 2
3. Drive control of the left motor drive unit 24, the right motor drive unit 25, and the electromagnetic clutch drive unit 26, and the RAM 27 stores necessary data and maps. Further, the calculation unit 28 in the CPU 30 calculates the command output amount B of the drive motors 6, 7 and the output amount D (see the flowchart shown in FIG. 5) of the drive motors 6, 7 at the time of starting.

Here, the above-mentioned left motor drive unit 24 controls the forward and reverse rotation of the left drive motor 6, the right motor drive unit 25 controls the forward and reverse rotation of the right drive motor 7, and the electromagnetic clutch drive unit 26 controls the electromagnetic clutch. Clutch 19 ON (excitation), OFF
(Non-excitation), the one-way clutch 18 operates when the electromagnetic clutch 19 is turned on, and the electromagnetic clutch 19 is turned off.
The one-way clutch 18 is sometimes released.

Further, based on the gradient of the ascending road 13 detected by the ascending road detecting means (refer to the address sensor 16), the CPU 30 described above drives the driving motor 6, 6 when starting the ascending road.
7 for setting the output increase rate X of FIG.
(See the twelfth step S12 in the flowchart shown in FIG. 3).

The operation of the control device for a carrier constructed as described above will be described in detail below with reference to a series of flowcharts shown in FIGS. In the first step S1, the CPU 30
Sets the command value A (where A = 0 to 100%) of the AGV traveling speed based on a signal from the operation unit 21, and sets the next second
In step S2, the CPU 30 determines the command output amount B of the drive motors 6 and 7 (where B =
0 to 255unif).

Next, in a third step S 3, the CPU 30 starts driving motors 6, 6 based on a signal from the operation unit 21.
The CPU 30 sets an output increase rate X [% / ΔT] of 7, and sets an output variable time width ΔT [sec] at the start of the slope based on a signal from the operation unit 21 in the next fourth step S4. Next, in a fifth step S5, the CPU 30
Is turned off, and in the next sixth step S6, the starting mode C
Execute the settings of In the start mode C, C = 0 when starting on a flat ground, and C = 1 when starting on a slope. This C = 0
Alternatively, C = 1 is stored in a predetermined area of the RAM 27 as a flag.

Next, in a seventh step S7, the CPU 30
It is determined whether or not there is a GV start command, and at the time of the start command (YE
At the time of S determination), the flow shifts to the next eighth step S8. In the eighth step S8, the CPU 30 determines whether or not the address plates 14, 15 are detected based on the output of the address sensor 16,
At the time of determination, the process skips to step S27, while
When the determination is YES, the process moves to the next ninth step S9.

In the ninth step S9, the CPU 30 executes reading of the address plate data (address plate information) via the address sensor 16, and in the next tenth step S10, the CPU 30 executes the reading operation.
0 executes the reading of the start mode C. Next, in an eleventh step S11 (start mode determining means), the CPU 30 determines whether or not the read start mode C is the slope start mode (C = 1). On the other hand, when the determination is YES (when C = 1), the process proceeds to the next twelfth step S12.

In the twelfth step S12, the CPU 30
Executes correction to the output increase rate X or the output variable time width ΔT corresponding to the gradient read in advance from the address plate 14 in accordance with the slope start mode (C = 1). Next, the thirteenth step S
At 13, the CPU 30 reads the command value A of the AGV traveling speed according to the gradient. Next, in a fourteenth step S14, the CP
U30 is the command output amount of the drive motors 6 and 7 (B = 255 ×
A) is calculated.

Next, in a fifteenth step S15, the CPU 30
Calculates the output amount D of the drive motors 6 and 7 at the start of the slope based on the following [Equation 1]. [Equation 1] D = n × 255X where n is the number of loops and the number of repetitions of steps S15 to S18. X is the output increase rate of the drive motor at the start.

Next, in a sixteenth step S16, the CPU 30
Outputs the output amount D of the drive motors 6,7. The slope start of the AGV 3 is started according to the output amount D. Then the 17th
In step S17, the CPU 30 determines whether or not the output variable time corresponding to the output variable time width ΔT has elapsed.
When the determination is S, the process proceeds to the next eighteenth step S18.

In the eighteenth step S18, the CPU 30
Compares the drive motor output amount D with the command output amount B, and repeats the processing in each of the above-described steps S15 to S18 until the drive motor output amount D reaches the command output amount B. While increasing sequentially in accordance with the number of loops n, when D = B (when YES is determined), the next 19th
Move to step S19.

In the nineteenth step S19, the CPU 30
Performs the non-excitation output (OFF output) to the electromagnetic clutch 19, and then proceeds to a 27th step S27. On the other hand, in the flat ground start mode (when C = 0) determined as NO in the above-described eleventh step S11, C
The PU 30 reads the command value A of the AGV traveling speed. Next, in a twenty-first step S21, the CPU 30 calculates a command output amount (B = 255A) of the drive motors 6,7.

Next, in a 22nd step S22, the CPU 30
Calculates the output amount D of the drive motors 6 and 7 when the vehicle starts on a flat ground based on the following [Equation 2]. [Formula 2] D = n × 255X where n is the number of loops and the number of repetitions of steps S20 to S26. X is the output increase rate of the drive motor at the time of starting.

Next, in a twenty-third step S23, the CPU 30
Outputs the output amount D of the drive motors 6,7. Next, the 24th
In step S24, the CPU 30 sets the AG in accordance with the output amount D.
V3 level ground running is started. Next, a 25th step S25
Then, the CPU 30 determines whether or not the output variable time corresponding to the output variable time width ΔT has elapsed. When the determination is YES, the process proceeds to the next 26th step S26.

In the twenty-sixth step S26, the CPU 30
Compares the drive motor output amount D with the command output amount B, and repeats the processing in steps S20 to S26 described above until the drive motor output amount D reaches the command output amount B. While increasing sequentially according to the number of loops n, when D = B (when YES is determined), the next 27th
Move to step S27.

In the twenty-seventh step S27, the CPU 30
Performs AGV running, and in the next 28th step S28,
The CPU 30 determines whether or not there is an AGV stop command,
At the time of O determination, the process returns to the 27th step S27 and returns to AG
While the V running is continued, when the determination is YES, the process shifts to the 29th step S29 in the series of flowcharts shown in FIG.

In the twenty-ninth step S29, the CPU 30
Executes the AGV stop, and in the next 30th step S30,
The CPU 30 determines whether or not the vehicle is stopped on a slope. When the determination is NO (at the time of stopping on level ground), the process proceeds to the 33rd step S33.
When YES is determined (when the slope is stopped), the 31st step S31
Move to

In the above-mentioned 31st step S31, the CPU 3
0 turns on the electromagnetic clutch 19 in response to the slope stop,
The one-way clutch 18 and the driven wheels 10 and 11 are connected.
Next, in a 32nd step S32, the CPU 30 sets the slope start mode (C = 1), and then returns to the seventh step S7. On the other hand, in the above-mentioned thirty-third step S33, the CP
U30 turns off electromagnetic clutch 19 in response to stop on level ground
In the next thirty-fourth step S34, the CPU 30 cancels the slope start mode (C = 1), sets C = 0, and ends a series of processing.

Here, when the hill is stopped at the above-described 30th step S30, the electromagnetic clutch 19 is turned on (see the 31st step S31), and the steps S32, S7 to S18 and the 19th step are repeated by repeating the flowchart. Until S19, the electromagnetic clutch 19 is kept ON, so that the driven wheels 10, 11 and the one-way clutch 18 are connected by the electromagnetic clutch 19 when starting on the uphill road 13, and the driven wheels 10, 11 is in a state where the downward rotation is inhibited (prohibited).

The output increase rate X of the drive motors 6 and 7 at the start of the uphill road is corrected based on the gradient previously detected in the twelfth step S12 (the steeper the gradient, the higher the output increase rate X). Is increased, the AGV 3 can be smoothly and reliably started in accordance with the gradient of the ascending road 13 while reliably preventing the AGV 3 from retreating (falling backward) when starting from the ascending road 13. .

As described above, according to the embodiment shown in FIGS. 1 to 6, the above-mentioned transport vehicle (see AGV3) travels along the guide line (see guide tape 2), and the above-described uphill road detecting means (address). The sensor 16 detects the uphill 13, but the above-described electromagnetic clutch 19 connects the wheels (see the driven wheels 10 and 11) and the one-way clutch 18 at least at the time of starting on the uphill 13, and this one-way The clutch 18 suppresses the downward rotation of the wheels (see the driven wheels 10 and 11).
Therefore, there is an effect that the vehicle (see AGV3) can be reliably prevented from retreating (falling down) when starting on the uphill road 13 without requiring complicated control and excessive power consumption.

Further, when the vehicle is stopped on the uphill road 13, the wheels (see the driven wheels 10, 11) and the one-way clutch 18 are connected to the wheels (see the driven wheels 10, 11) by the above-mentioned electromagnetic clutch 19. Since the downward rotation is suppressed, there is an effect that the vehicle (see AGV3) can be reliably prevented from retreating when stopped on the uphill road 13.

Further, the above-described ascending road 13 detecting means (refer to the address sensor 16) detects the ascending road 13 by the mark means (refer to the address plate 14) provided in front of the ascending road. As described above, the information indicating that the vehicle is approaching the uphill road 13 can be provided to the vehicle (see the AGV 3) in advance by the above-described marking means (see the address plate 14). There is no necessity of storing in the memory, and there is an effect that the control configuration can be simplified.

In addition, the above-described ascending road 13 detecting means (see the address sensor 16) is replaced with the above-mentioned marking means (see the address plate 14).
Thus, the gradient of the uphill road 13 is detected. As described above, not only the uphill road information but also the gradient information can be obtained from the marking means (see the address plate 14), and the gradient can be effectively used for subsequent control (for example, starting control). .

The output increase rate setting means (see the twelfth step S12 in the flowchart shown in FIG. 5)
Based on the gradient detected by the ascending road 13 detecting means (refer to the address sensor 16), the output increase rate X of the wheel driving motors 6 and 7 when starting the ascending road is set. As a result, there is an effect that a smooth and reliable start corresponding to the gradient of the uphill road 13 can be performed.

Further, the above-described ascending road 13 detecting means (refer to the address sensor 16) detects the end of the ascending road 13 by the marking means (refer to the address plate 15) provided after the ascending road 13, and when the ascending ending of the ascending road is completed, the electromagnetic wave is detected. The clutch 19 releases the connection between the wheel (see the driven wheels 10 and 11) and the one-way clutch 18. As a result, there is an effect that it is possible to improve forward / backward responsiveness when traveling on level ground following the uphill road 13 while reducing power consumption.

Further, since the one-way clutch 18 and the electromagnetic clutch 19 are provided on the driven wheels 10 and 11, the structure can be simplified.
The one-way clutch 18 and the electromagnetic clutch 1
Although the structure is complicated when the drive wheels 9 are provided on the side of the drive wheels 8 and 9 that need to be steered, the structure can be simplified by the above configuration.

FIGS. 7 to 9 show another embodiment of the control device for a transporting vehicle. For convenience of explanation, the same parts as those in the previous embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted. However, in the embodiment shown in FIGS.
Electromagnetic brakes 31, 31 for braking 0, 11 are provided. Instead of applying the braking force to the driven wheels 10 and 11, the braking force may be applied to the motor shafts of the driving motors 6 and 7 on the driving wheels 8 and 9.

In the control circuit block diagram of the AGV 3 shown in FIG. 9, the CPU 40 controls a signal from the operation section 21 including a stop switch and a start switch,
From the guide sensor 12 for detecting the
A signal from the address sensor 16 for detecting the presence of an obstacle, a signal from the obstacle sensor 20 for detecting the presence or absence of an obstacle, and A
The ROM based on the signal from the on-vehicle weight detection sensor 32 as on-vehicle weight detection means for detecting the on-vehicle weight of the GV3
According to the program stored in 22, the operation display unit 23, the left motor drive unit 24, the right motor drive unit 25, and the electromagnetic brake drive unit 33 are drive-controlled, and the RAM 27 stores necessary data and maps. Further, the calculation unit 28 in the CPU 30 calculates the command output amount B of the drive motors 6, 7 and the output amount D of the drive motors 6, 7 at the time of starting (see the flowchart shown in FIG. 10).

Here, the above-mentioned left motor drive unit 24 controls the forward and reverse rotation of the left drive motor 6, and the right motor drive unit 25 controls the forward and reverse rotation of the right drive motor 7. , 25 are drive motor control means for controlling the drive motors 6, 7 so that the torque of the drive motors 6, 7 becomes a predetermined drive torque.

The electromagnetic brake driving unit 33 controls the braking of the electromagnetic brake 31. The electromagnetic brake driving unit 33 controls the electromagnetic brake 31 so that a predetermined braking force (braking force) is obtained when the AGV 3 is stopped. Electromagnetic brake control means. Further, the CPU 40 described above controls the drive motor 6 and the drive motor 6 so that the forward force and the reverse force of the AGV 3 are neutral or the forward force is greater at the time of starting from the uphill 13.
Start control means (CPU) for gradually increasing the driving torque of the electromagnetic brake 31 while gradually decreasing the braking force of the electromagnetic brake 31.
40 itself).

The operation of the control device for a transport vehicle constructed as described above will be described in detail below with reference to a series of flowcharts shown in FIGS. In the first step U1, the CPU
40 sets the command value A (where A = 0 to 100%) of the AGV traveling speed based on the signal from the operation unit 21, and in the next second step U 2, the CPU 40 sets the command value A based on the signal from the operation unit 21. And the command output amount B of the drive motors 6 and 7 (however,
B = 0 to 255unif).

Next, in a third step U3, the CPU 40 sets the start mode C based on a signal from the operation unit 21. This start mode C is set so that C = 0 when starting on a flat ground and C = 1 when starting on a slope. Next, in a fourth step U4, the CPU 40 determines, based on a signal from the operation unit 21, the output increase rate α [% /
ΔT] (corresponding to the rate of increase of the drive torque of the drive motor), and in the next fifth step U5, the CPU 40
The output increase rate β [% / ΔT] (corresponding to the braking force reduction rate of the electromagnetic brake) of the electromagnetic brake 31 at the time of starting on the slope is set based on the signal from 1 and further, in the next sixth step U6,
The CPU 40 sets the output variable time width ΔT [sec] at the start of the slope based on a signal from the operation unit 21. Next, in a seventh step U7, the CPU 40 sets the output increase rate Y of the drive motors 6, 7 when starting on level ground based on a signal from the operation unit 21.

Next, in an eighth step U8, the CPU 40
It is determined whether or not there is a GV start command, and at the time of the start command (YE
At the time of S determination), the process shifts to the next ninth step U9. In the ninth step U9, the CPU 40 determines whether or not the address plates 14 and 15 are detected based on the output of the address sensor 16;
When the determination is made, the process skips to the 30th step U30 (see FIG. 11), while when the determination is YES, the next 10th step U30 is performed.
Move to 10.

In this tenth step U10, the CPU 40
Is address plate data (address plate information) via the address sensor 16
Is read, and in the next eleventh step U11, the CP
U40 reads the start mode C. Next, the twelfth
In step U12 (start mode determination means), the CPU 40
Determines whether or not the read start mode C is the slope start mode (C = 1). When the determination is NO (when C = 0), another 23rd
While the process proceeds to step U23, a YES determination (C = 1
), The process proceeds to the next thirteenth step U13.

In the thirteenth step U13, the CPU 40
Performs a correction to the output increase rate α or the output variable time width ΔT of the drive motor at the start of the hill corresponding to the gradient read in advance from the address plate 14 in accordance with the hill start mode (C = 1). The output increase rate α of the drive motor at the time of starting the slope is corrected to be larger as the gradient is increased. However, instead of the correction using the gradient, the vehicle weight detection sensor 32 detects the vehicle weight. However, the output increase rate α of the drive motor at the time of starting on a slope may be corrected so as to increase as the in-vehicle weight increases.

Next, at a fourteenth step U14, the CPU 40
Reads the command value A of the AGV traveling speed according to the gradient.
Next, in a fifteenth step U15, the CPU 40 calculates the command output amount (B = 255 × A) of the drive motors 6,7.

Next, at a sixteenth step U16, the CPU 40
Calculates the output amount D of the drive motors 6, 7 when the vehicle starts on a slope based on the following [Equation 3]. [Equation 3] D = n × 255 × α where n is the number of loops and the number of repetitions of steps U16 to U22. Α is the output increase rate of the drive motor when the vehicle starts on a hill. Outputs the output amount D of the drive motors 6,7.

Next, at an eighteenth step U18, the CPU 40
Calculates the output amount E of the electromagnetic brake 31 when the vehicle starts on a slope based on the following [Equation 4]. [Equation 4] E = 255− (n × 255 × β) where n is the number of loops and the number of repetitions of steps U16 to U22. Β is the output increase rate of the electromagnetic brake when the vehicle starts on a slope.

Next, in a nineteenth step U19, the CPU 40
Outputs an output amount E of the electromagnetic brake 31. Next, the 20th
In step U20, the CPU 40 executes the cooperative traveling of the AGV 3 by the rotation of the drive motors 6, 7 and the braking of the electromagnetic brake 31.

Next, at a twenty-first step U21, the CPU 40
Determines whether or not the output variable time corresponding to the output variable time width ΔT has elapsed. When the determination is YES, the process proceeds to the next twenty-second step U22. In this 22nd step U22, C
The PU 40 compares the drive motor output amount D with the command output amount B, and repeats the above-described processes in steps U16 to U22 until the drive motor output amount D reaches the command output amount B.
When the drive motor output amount D gradually increases in accordance with the number of loops n, and the output amount E to the electromagnetic brake 31 gradually decreases in accordance with the number of loops n, while D = B (YES) At the time of determination), the flow shifts to the 30th step U30 in the series of flowcharts shown in FIG.

On the other hand, NO is determined in the aforementioned twelfth step U12.
In the determined flat ground start mode (when C = 0), the second
In step U23, the CPU 40 reads the command value A of the AGV traveling speed. Next, the 24th step S24
Then, the CPU 40 outputs the command output amount (B =
255A) is calculated.

Next, at a 25th step U25, the CPU 40
Calculates the output amount D of the drive motors 6 and 7 when the vehicle starts on level ground based on the following [Equation 5]. [Equation 5] D = n × 255Y where n is the number of loops and the number of repetitions of steps U23 to U29. Y is the output increase rate of the drive motor when the vehicle starts on a flat ground.

Next, at a twenty-sixth step U26, the CPU 40
Outputs the output amount D of the drive motors 6,7. Next, the 27th
In step U27, the CPU 40 sets the AG in accordance with the output amount D.
V3 level ground running is started. Next, the 28th step U28
Then, the CPU 40 determines whether or not the output variable time corresponding to the output variable time width ΔT has elapsed. If the determination is YES, the process proceeds to the next twenty-ninth step U29.

At the twenty-ninth step U29, the CPU 40
Compares the drive motor output amount D with the command output amount B, and repeats the processing in steps U23 to U29 described above until the drive motor output amount D reaches the command output amount B. While increasing sequentially in accordance with the number of loops n, when D = B (when YES is determined), the next 30
The process moves to step U30 (see FIG. 11).

In this thirtieth step U30, the CPU 40
Performs AGV traveling, and in the next 31st step U31,
The CPU 40 determines whether or not there is an AGV stop command,
At the time of O determination, the process returns to the 30th step U30 and returns to AG
While the V running is continued, when the determination is YES, the process shifts to the next 32nd step U32.

In the 32nd step U 32, the CPU 40
Executes the AGV stop, and in the next 33rd step U33,
The CPU 40 determines whether or not the vehicle is stopped on a slope. When the determination is NO (at the time of stopping on level ground), the process proceeds to the 35th step U35,
When the determination is YES (when the slope is stopped), the 34th step U34
Move to

In the above-mentioned thirty-fourth step U34, the CPU 4
0 sets the slope start mode (C = 1) in response to the slope stop, and then returns to the eighth step U8. On the other hand, in the above-mentioned thirty-fifth step U35, the CPU 40 cancels the slope start mode (C = 1) in response to the stop on the flat ground, sets C = 0, and ends a series of processing.

As described above, according to the embodiment shown in FIGS. 7 to 11, the above-described transport vehicle (see AGV3) travels along the guide line (see guide tape 2), and the above-described drive motor control means (motor). The drive units 24 and 25) output torque (drive motor output amount D) of drive motors 6 and 7 for driving wheels.
) Is controlled to a predetermined drive torque (see the command output amount B), and the above-described electromagnetic brake control means (see the electromagnetic brake drive unit 33) controls the drive vehicle (see the AGV3). The electromagnetic brake 31 is controlled so as to have a predetermined braking force (braking force) at the time of stoppage.
The driving torque of the driving motors 6 and 7 (the driving motor output amount) is set such that the forward and backward forces of the transport vehicle (see AGV3) are neutral or forward when the vehicle starts off the uphill road 13 (see the routine consisting of U22). D) to the number of loops n
, While gradually decreasing the braking force of the electromagnetic brake 31 (refer to the output amount E of the electromagnetic brake) according to the loop number n. For this reason, there is an effect that the start from the uphill road 13 can be smoothly executed without falling backward.

The above-mentioned gradient detecting means (see the address sensor 16) detects the gradient of the ascending road 13, and the above-mentioned starting control means (CPU 40, particularly, the thirteenth step U13) is used to detect the gradient. As the gradient detected by the sensor 16 increases, at least the drive torque increase rate (see the drive motor output increase rate α at the start of the slope) or the braking force decrease rate (electromagnetic brake output increase at the start of the slope) Is controlled to increase. As a result, there is an effect that the vehicle can start on an uphill road within a predetermined start time even if the gradient is large.

Further, the above-described on-vehicle weight detection means (see on-vehicle quantity detection sensor 32) detects the on-vehicle weight of the carrier (see AGV3), and the above-mentioned start control means (see CPU 40).
As the vehicle weight detected by the vehicle weight detection means (see the vehicle weight detection sensor 32) becomes heavier, at least the rate of increase of the drive torque (see the rate of increase α of the output of the drive motor at the start of the slope)
Alternatively, when the braking force reduction rate (refer to the output increase rate β of the electromagnetic brake when the vehicle starts on a slope) is configured to be increased,
There is an effect that the vehicle can be reliably started within a predetermined start time even if the vehicle-mounted weight is heavy.

In the correspondence between the configuration of the present invention and the above-described embodiment, the carrier of the present invention corresponds to the AGV 3 of the embodiment, and similarly, the guide line corresponds to the guide tape 2 and the uphill road. The detecting means corresponds to the address sensor 16, the marking means corresponds to the address plates 14 and 15, the output increasing rate of the drive motor corresponds to the output increasing rate X of the first embodiment, and the output increasing rate setting means corresponds to the output increasing rate X of the first embodiment. , The drive motor control means corresponds to the motor drive units 24 and 25, the electromagnetic brake control means corresponds to the electromagnetic brake drive unit 30, and the start control means corresponds to the CPU 30.
40, the drive torque of the drive motor corresponds to the drive motor output amount D, the braking force of the electromagnetic brake corresponds to the output amount E of the electromagnetic brake, and the gradient detecting means corresponds to the address sensor 16. The increase rate of the drive torque is equivalent to the output increase rate α of the drive motor when the vehicle starts on a slope, and the braking force reduction rate is equivalent to the reciprocal of the output increase rate β of the electromagnetic brake when the vehicle starts on a slope.
Although the on-vehicle weight detection means corresponds to the on-vehicle weight detection sensor 32, the present invention is not limited to the above-described embodiment.

For example, in the above-described embodiment, the guide tape 2 is exemplified as the guide line, and the AGV 3 that guides and travels by a combination of a magnetic tape (guide tape) and a magnetic sensor.
However, this may be a combination of a light reflecting element such as a white wire tape and a photoelectric sensor, or a coil that is wound around a linear body that generates a magnetic field by passing an induced current and a cylindrical bobbin. It may be a combination with the search coil that has been set.

[Brief description of the drawings]

FIG. 1 is a side view showing a control device for a carrier according to the present invention.

FIG. 2 is a plan view showing the relationship of the vehicle to the guidance line.

FIG. 3 is a schematic perspective view showing a relationship between an uphill road and an address plate.

FIG. 4 is a control circuit block diagram of a control device of the carrier.

FIG. 5 is a flowchart showing connection / disconnection of a one-way clutch.

FIG. 6 is a flowchart following FIG. 5;

FIG. 7 is a side view showing another embodiment of the carrier control device of the present invention.

FIG. 8 is a plan view showing the relationship of the vehicle to the guidance line.

FIG. 9 is a control circuit block diagram of a control device of the carrier.

FIG. 10 is a flowchart showing carrier control.

FIG. 11 is a flowchart following FIG. 10;

[Explanation of symbols]

 2: Guide tape (guide line) 3: AGV (transport vehicle) 6, 7: Drive motor 8, 9: Drive wheel (wheel) 10, 11: Driven wheel (wheel) 13: Uphill road 14, 15: Base plate ( Marking device) 16 ... Address sensor (uphill road detecting means, gradient degree detecting means) 18 ... One-way clutch 19 ... Electromagnetic clutch 24, 25 ... Motor drive unit (drive motor control means) 31 ... Electromagnetic brake 32 ... In-vehicle weight detection sensor (Vehicle weight detecting means) 33 ... electromagnetic brake driving section (electromagnetic brake control means) 40 ... CPU (start control means) S12 ... output increase rate setting means

Claims (10)

[Claims] An ascending road detecting means for detecting an ascending road, and a one-way clutch which is connectable to wheels and permits ascending rotation and inhibits descending rotation. And a control device for a transport vehicle, comprising: an electromagnetic clutch that connects the wheel and the one-way clutch at least when the vehicle starts on an uphill road. 2. The control device according to claim 1, wherein the wheel and the one-way clutch are connected by the electromagnetic clutch when the vehicle stops on an uphill road. 3. The uphill road detecting means detects the uphill road by a mark means installed in front of the uphill road.
The control device for a transport vehicle according to any one of the preceding claims. 4. The carrier control device according to claim 3, wherein said uphill detecting means detects the gradient of the uphill by said marking means. 5. An output increase rate setting means for setting an output increase rate of a drive motor for driving a wheel at the time of starting on an uphill road, based on the gradient detected by the uphill road detection means. Control device for transport vehicles. 6. The uphill road detecting means detects the end of the uphill road by means of a mark provided after the uphill road, and releases the connection between the wheel and the one-way clutch by the electromagnetic clutch when the uphill road is ended. 6. The control device for a transport vehicle according to 2, 3, 4, or 5. 7. The carrier according to claim 1, wherein the carrier has a drive wheel and a driven wheel, and the driven wheel is provided with a one-way clutch and an electromagnetic clutch. Control device. 8. A transport vehicle traveling along a guide line, comprising: a drive motor for driving wheels; and drive motor control means for controlling the drive motor so that the torque of the drive motor becomes a predetermined drive torque. An electromagnetic brake control means for controlling an electromagnetic brake so that a predetermined braking force is obtained when the transport vehicle stops, and an electromagnetic brake control means for controlling the forward and backward forces of the transport vehicle to be neutral or forward when the vehicle starts off an uphill road. A starter control device for gradually increasing a drive torque of a drive motor and gradually decreasing a braking force of an electromagnetic brake, the control device for a transport vehicle. 9. A gradient detecting means for detecting a gradient of an ascending road, and the start control means controls at least the rate of increase of the drive torque or the control as the gradient detected by the gradient detecting means increases. The control device for a transport vehicle according to claim 8, wherein the power reduction rate is increased. 10. An in-vehicle weight detecting means for detecting an in-vehicle weight of the transport vehicle, wherein the starting control means sets at least a rate of increase in the driving torque or a driving torque as the in-vehicle weight detected by the in-vehicle weight detecting means increases. The control device for a carrier according to claim 8, wherein the braking force reduction rate is increased.