JP2012146171A - Motor driver - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the conventional problem that: in a dolly having plural wheels travelling along a track guided by a guide rail, the larger number of drive shafts requires the larger processing capacity for a controller mounted on the dolly to directly control individual drive wheels.SOLUTION: A control processor 101 of a motor driver comprises: a controller part 102; and a driver part 103. The controller part 102 receive a dolly position command 104 output from a controller 401 mounted on the dolly; the dolly position command 104 is converted into a wheel position command 106 by a frequency division multiplication ratio 105; a position controller 107 receives a motor position 119 to generate a wheel speed command 108. The wheel speed command 108 is multiplied by a speed command output gain 109 and the resultant is output by the controller part 102 as a speed command output 110.

Description

  The present invention relates to a traveling control system using a motor driving device suitable for driving a traveling carriage.

  In the factory transportation at the manufacturing site of semiconductor and liquid crystal panels where cleanliness is required, all of the actuators are electrified due to the advantages such as low dust generation and quietness, and compactness of the power supply line by unifying the drive source. Automatic traveling carts such as clean stockers and automated guided vehicles are often used.

  In an automatic traveling vehicle that does not have a person to steer, it is general that the vehicle travels on a track defined by a guide rail composed of a straight track and a curved track for safety. The automatic traveling carriage is provided with a mechanism for restraining the guide rail, travels straight on a straight track, and can bend while steering a wheel on a curved track. Because of the advantage that the guide rail member can be used mainly, the curved track is often formed of an arc having a constant radius, as shown in FIG.

  As a structure of a traveling carriage suitable for traveling on such a track, for example, a four-wheel traveling carriage as disclosed in Patent Document 2 can be cited. The front two wheels and the rear two wheels form a pair and are supported by two bogies that rotate about the vertical axis, and can always be steered so that the wheels are along the tangential direction of the curved track. By driving the left and right wheels with the same torque, thrust is applied to the traveling cart through the pivot axis of the bogie, and by adding a difference in the left and right wheel torque, a moment for steering the bogie is applied to the cart body. Therefore, traveling and steering can be controlled with four drive wheels.

  As a control configuration of the traveling carriage, for example, a configuration in which a motor that drives each wheel is directly controlled from a centralized in-vehicle controller as in Patent Document 3, for example, is often employed. In this configuration, all the conditions such as the position and posture angle of the traveling carriage and the position of each wheel are input to the in-vehicle controller, and the translation vector and rotation vector to be traveled by the traveling carriage are determined from the deviation from the target position and attitude angle. The steering angle and the traveling speed command of each wheel are generated through calculation and further complicated vector calculation.

  When the traveling carriage travels on a straight track, for example, as in Patent Document 4, in order to avoid idling of a wheel that becomes a light load due to the movement of the center of gravity during acceleration / deceleration, the heavy load side wheel is speed-controlled, and the light load side In order to avoid high-speed acceleration by all the driving wheels and avoiding interference between the traveling motors after stopping, as in Patent Document 5, all axes are set as master axes, and at low speeds There is a method to perform master / slave switching, with one of the axes as the master axis and the rest as the slave axes.

  For example, as disclosed in Patent Document 6, the left and right sides of a curve are recognized by a dock sensor so that the traveling vehicle speed is the same for a straight track and a curved track. There is one that switches the command speed to the drive wheel on only one side, inside or outside the curve. Further, as disclosed in Patent Document 1, there is a method of avoiding idling by a constant torque control on the rear wheel side or avoiding front / rear wheel interference as a free run while maintaining the curve speed by controlling the front wheel at the time of curve.

JP 2004-94417 A JP 2000-142386 A JP 2002-41147 A Japanese Patent Laid-Open No. 2001-240213 JP 2008-100773 A JP-A-5-236612

  However, the following problems are considered in the control system of these traveling carts. First, as a control configuration of the traveling carriage, a configuration that directly controls the motor that drives each wheel with a centralized in-vehicle controller increases the processing load of the in-vehicle controller as the number of driving wheels increases, and for driving the motor of each axis Since wiring and sensor wiring for obtaining state quantities are also concentrated, there is a drawback that the in-vehicle controller becomes large and complicated. The in-vehicle controller realizes various functions in addition to the travel axis control, such as work sequence management at each station, protection function by importing various external sensors, and communication function with the host system. It is not desirable to concentrate control.

  Next, as a problem in running control of a straight track, in the preceding case, the speed / torque control mode and master / slave switching are performed to cope with the movement of the center of gravity during acceleration / deceleration. However, there is a drawback that the control becomes discontinuous at the timing of switching, and vibration is likely to occur.

  Another problem is the generation of interference force due to pulling between the drive wheels. In order for the traveling carriage to travel on the track, only one degree of freedom is essentially required. However, since the ordinary traveling carriage has a plurality of driving wheels, an interference force that does not contribute to the driving of the traveling carriage and that pulls on each other is generated. sell. This causes stress on the traveling carriage main body, the guide rail, and the mechanism for restraining the same, and causes unnecessary power consumption. As an example of the generation of the interference force, there is a case where all the driving wheels are operated at a constant speed by position control in a straight traveling. In straight running, all the driving wheels should move at the same speed, but in reality, the amount of rotation of each wheel differs with respect to the same movement amount of the carriage due to variations in wheel diameters and wheel slip ratios. In particular, if the vehicle travels for a long distance, a difference occurs in the position deviation for each drive wheel, and an interference force that pulls between the drive wheels is generated.

  In Patent Document 4, the configuration in which the speed control shaft is always kept at one, and in Patent Document 5, when only one master shaft is used at the time of stopping, the number of wheels driving the carriage at the same time becomes one. I'm trying to avoid it. However, the torque command transmission from the speed control axis to the torque control axis in Patent Document 4 and the data transfer from the master axis to the slave axis in Patent Document 5 generally tend to cause a delay. Interference force is likely to occur between In straight running, control that drives in a well-balanced manner is required while suppressing the interference force between the drive wheels as much as possible.

  Furthermore, in the preceding examples of traveling control on a curved track, the wheels of the traveling carriage are either three-wheeled or four-wheeled, but some wheels are free-runned or kept at a constant torque control that prevents idling during driving. In this way, the interference force between the front, rear, left and right drive wheels caused by the difference in the track radius between the inner ring and the outer ring of the curve is avoided. This clearly increases the torque burden on the drive wheels, which are only a part, compared to the case where all are used as drive wheels.

  Further, when only a part of driving wheels is used on the curve, there is a drawback that the steering performance of the traveling carriage is reduced. In the embodiment of Patent Document 6, since the drive wheel is originally only one of the four wheels, steering is not possible, and it can only be moved in the front-rear direction along the guide rail. Also in the embodiment of Patent Document 1, the driving wheels seem to be two wheels arranged in front and rear of the four wheels, but the rear wheels are controlled by a substantially constant torque command at the time of a curve, so there is no degree of freedom. You can't turn without it. Steering that relies on the guide rail repeatedly causes a large load on the clamp mechanism that restrains the guide rail, which causes problems such as an increase in failure and an increase in cost for mounting a sturdy clamp mechanism. It can be said that the curve driving is optimally controlled so that the traveling carriage can be bent with the force of only the drive wheels even without the guide rail.

  The present invention solves the above-mentioned conventional problems, and in a straight track, with continuous control, the processing load of the traveling carriage control is transferred to the motor driving device that controls the motor that drives each wheel and distributed control is performed. The present invention provides a motor drive device that achieves balanced driving and steering by drive wheels that do not rely on guide rails on a curved track, and that exhibits the highest performance with less interference between the drive wheels in all sections.

  In order to solve the above-mentioned problem, the motor drive device of the first invention according to the present application takes a cart position command as an input, multiplies the command by a command frequency division multiplication ratio to convert it into a wheel position command, A controller that generates a wheel speed command from the actual wheel position by a position controller and calculates the speed command output by multiplying this by the speed command output gain, and one of the speed command outputs is used as a speed command input. A driver unit having a speed controller that multiplies the input gain to generate a speed control command and controls the actual wheel speed to follow the command is provided.

  Further, the motor drive device of the second invention according to the present application is the first invention, wherein the cart position command is input, and the cart speed command is generated from the actual cart position by the full-close position controller, Is multiplied by a speed command output gain to have a controller unit for calculating a speed command output.

  According to a third aspect of the present invention, there is provided a motor drive device according to the first aspect, wherein the controller unit has a cart position command generation function.

  According to a fourth aspect of the present invention, there is provided a motor drive device according to the first aspect, wherein the controller unit is a control system having no steady deviation with respect to a step disturbance input, and the driver units are all the same. The control system is a zero-type control system having a steady deviation with respect to a step disturbance input.

  According to a fifth aspect of the present invention, there is provided a motor drive device according to the first aspect, wherein the speed command input gain of the driver unit is updated with the wheel rotation amount during a period in which the traveling carriage travels on a straight track at a constant speed. It is characterized by doing.

  According to a sixth aspect of the present invention, there is provided a motor drive device according to the first aspect, wherein the motor speed when the traveling carriage travels on a straight track at a constant carriage speed is set as a reference speed, and the curved track is set at the same carriage speed. Saves the curve speed ratio with the motor speed when traveling in the storage unit in a pair with the cart position, reads the curve speed ratio from the storage unit according to the current cart position during actual travel, and multiplies the command by frequency division The ratio, the speed command output gain, and the speed command input gain are corrected.

  According to a seventh aspect of the present invention, there is provided a motor drive device according to the sixth aspect, wherein the cart position, which is one of the inputs of the storage unit, is divided into a finite number of cart sections, The curve speed ratio is memorized.

  Further, in the motor drive device of the eighth invention according to the present application, in the seventh invention, the carriage section includes a straight section in which all wheels of the traveling carriage are in a straight track, and some wheels are in a curved track. It is characterized in that it is composed of a curved in section, a curved section in which all the wheels are in a curved track, and a curved out section in which some of the wheels are out of the curved track and are in a straight section.

  According to a ninth aspect of the present invention, there is provided a motor drive device according to the seventh aspect of the present invention, wherein, in the determination of the bogie section, an external indicating that each wheel is in a straight section or a curve section instead of the bogie position command. Using the input, the external input of the wheel driven by the motor to be controlled is connected to the internal external input, the external input of the left and right wheels is connected to the external external input, and the curve speed ratio is switched. .

  According to a tenth aspect of the present invention, there is provided a motor drive device according to the seventh aspect, wherein the carriage section is curved in a steady section having a constant curve speed ratio and in a range that can be driven by the motor and the motor drive apparatus. It has a transition section that connects speed ratios smoothly.

  According to an eleventh aspect of the present invention, in the sixth aspect of the present invention, the curve speed ratio stored in the storage unit includes a theoretical value calculated from the guide rail track and the wheel arrangement of the traveling carriage. It is characterized by using.

  The motor drive device of the twelfth invention according to the present application is the motor drive device according to the eleventh invention, wherein, as the curve speed ratio, the outer ring raceway radius is used as the numerator when the wheel is outward, the inner ring raceway radius is used as the numerator, It is characterized in that the square root of the value with the inner ring raceway center radius as the denominator is used.

  According to the motor drive device of the first aspect of the invention, since the controller unit built in the motor drive device takes charge of the position control of the traveling carriage, and the driver portion takes charge of the driving force distribution, the in-vehicle controller only indicates the position command of the running carriage. As a result, the processing load in the traveling vehicle control is greatly reduced. Further, even if the number of driving wheels increases, the processing load of the in-vehicle controller does not change, and there is an advantage that the in-vehicle controller can be shared for various traveling carriage configurations.

  Also, the control configuration consisting of one controller unit and the driver unit for the drive wheels is the same in all states such as linear track acceleration / deceleration, curve track, high speed / low speed / stop, etc., and there is no fluctuation caused by mode switching. . Further, by controlling all the drive wheels using the same speed control unit with the same speed command output, it is possible to minimize the interference force between the drive wheels and the occurrence of unbalance.

  According to the motor drive device of the second aspect of the present invention, the position of the carriage is represented by the drive wheel of the motor controlled by the motor drive apparatus having a built-in controller by using the sensor for detecting the carriage position. Compared to the control configuration, more accurate positioning control is possible. In addition, if an absolute type position detection sensor is used, it is possible to achieve high functionality such as specifying an absolute position that does not require an origin return operation.

  According to the motor drive device of the third aspect of the invention, since the controller unit with the built-in motor drive unit takes charge of the function of generating the cart position command that the vehicle-mounted controller unit takes charge of, the processing load related to the vehicle travel control of the vehicle-mounted controller unit is further increased. Can be reduced.

  According to the motor drive device of the fourth aspect of the present invention, steady deviation compensation is performed for disturbances that cause interference between drive wheels in only one controller unit in the traveling carriage, and the driver unit has the same command. In addition to being controlled by the same control system, the generation of interference force between the driving wheels can be minimized. Furthermore, the fact that the driver section is a zero-type control system for step disturbance input generally has a slip with respect to the carriage speed, and does not have a memory by integration in the speed control of the drive wheel that always shifts in the long term. This serves to prevent the divergence of the torque command.

  According to the motor drive device of the fifth invention, since the actual rotation amount of each wheel in the constant speed operation section on the linear track well expresses the difference in the wheel diameter of the drive wheel, By correcting the speed command input gain of the driver unit, which is the ratio of the wheel speeds, the interference force between the driving wheels can be reduced.

  According to the motor drive device of the sixth aspect of the invention, the motor speed that should be when passing through the curved track determined by the structure of the track defined by the guard rail and the traveling vehicle is measured, stored as a curve speed ratio, and the actual vehicle traveling Since each motor can be driven at a stored curve speed ratio in accordance with the speed, the vehicle-mounted controller can realize curve traveling using all the drive wheels without being aware of the distribution of the drive force to each wheel.

  Also, with this method, in a traveling carriage having a structure that can be steered by driving wheels, such as a four-wheel traveling carriage as in Patent Document 2, each drive in which the bogie is steered along a curved track. Since the curve speed ratios of the wheels are sequentially stored, when driving at this curve speed ratio, the torque necessary to bend the curve by itself is generated.

  According to the motor drive device of the seventh aspect of the present invention, it is possible to collect a pair of cart sections and curve speed ratios stored in the storage unit, and the storage capacity required for the storage unit can be greatly reduced.

  According to the motor drive device of the eighth invention, when the track defined by the guard rail consists only of a straight track and a curved track having a constant radius, the data stored in the storage unit is reduced to four sets or less.

  According to the motor drive device of the ninth aspect of the invention, the input of the cart position command can be limited only to the motor drive device using the control unit by using an external input instead of the cart position command for the determination of the cart section. Since the other motor driving device only needs to connect the external input, the wiring cost can be reduced.

  According to the motor drive device of the tenth aspect of the invention, it is possible to reduce vibration and noise due to a sudden change in the curve speed ratio by smoothing the change in the curve speed ratio according to the transition section.

  According to the motor drive device of the eleventh aspect of the invention, by using a theoretical value for the curve speed ratio, it is possible to omit curve track traveling at a constant speed, which is difficult to measure accurately. In addition, the storage capacity of the storage unit can be reduced by representing the range of the cart position command having a close curve speed ratio as an approximate value as one cart section.

  According to the motor drive device of the twelfth aspect of the present invention, in the four-wheel traveling vehicle as described in Patent Document 2, a curved track with less error can be obtained than when the ratio between the track radius of the inner ring or the outer ring and the track center radius is used. I can draw.

FIG. 3 is a control block diagram of the motor drive device according to the first embodiment of the present invention. Three views of a traveling carriage in Embodiment 1 of the present invention The top view of the track | orbit prescribed | regulated by the guide rail in Example 1 of this invention Parts arrangement diagram of traveling cart in embodiment 1 of the present invention Wiring diagram of motor driving apparatus in Embodiment 1 of the present invention Parts arrangement diagram of traveling cart in embodiment 2 of the present invention Control block diagram of motor drive device in Embodiment 2 of the present invention Control block diagram of motor drive device in Embodiment 3 of the present invention Wiring diagram of motor drive device in Embodiment 4 of the present invention The figure which shows the correction method of the speed command input gain in Example 4 of this invention. Control block diagram of motor drive device in embodiment 5 of the present invention The figure which shows the flowchart of the memory | storage part in Example 5 of this invention. (A) The figure which shows the operation | movement locus | trajectory of the curve speed ratio memorize | stored in the memory | storage part of Example 5 of this invention (b) The figure which plotted the trolley | bogie position and curve speed ratio (A) The figure which shows the operation | movement locus | trajectory of the curve speed ratio memorize | stored in the memory | storage part of Example 6 of this invention (b) The figure which shows the data of a present Example (c) The figure which shows the data of a present Example (d) The figure which shows the data of this example Sensor arrangement diagram of traveling cart in embodiment 7 of the present invention Control block diagram of motor drive device in embodiment 7 of the present invention External input connection diagram in embodiment 7 of the present invention Example of curve speed ratio stored in storage unit in embodiment 8 of the present invention (A) The figure which shows the example of calculation of the curve speed ratio in Example 9 of this invention (b) The figure which shows the data of a present Example

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

  First, the three views of the traveling carriage shown in FIG. 2 will be described. The traveling bogie 1 is connected to a front bogie bogie 202 and a rear bogie bogie 203 before and after the bogie main body 201. The front bogie trolley 202 supports the left front wheel 204 and the right front wheel 206, and the rear bogie trolley 203 supports the left rear wheel 205 and the right rear wheel 207. The front and rear bogies 202 and 203 have one degree of freedom of rotation about the vertical axis with respect to the main body 201, and the four wheels have one degree of freedom about the axle relative to the supported bogie. Hold and rotate. The traveling carriage has two degrees of freedom for translation in the traveling direction and a direction perpendicular thereto, and one degree of freedom for turning around the vertical axis.

  Next, a plan view of a track defined by the guide rail in FIG. 3 will be described. This trajectory is defined by a combination of a linear trajectory 301 composed of only the straight guide rail 303 and a curved trajectory 302 composed of an inner ring guide rail 304 and an outer ring guide rail 305 each having a specific radius. In the straight track 301, both the front bogie 202 and the rear bogie 203 of the traveling carriage 1 maintain a right angle in the traveling direction, but the bogie approaching the curved track 302 is provided with a guide (not shown) provided in the traveling carriage 1. A straight line passing through the center of the left and right wheels to be supported is steered in a direction passing through the arc center of the curved track 302 by the mechanism that restrains the rail. The traveling carriage 1 normally restrains only one side of the guide rail. Therefore, there is no problem in traveling even if the guide rails on the straight track 301 and the curved track 302 are only on one side.

  FIG. 4 is a component layout diagram of the traveling carriage in the first embodiment. The traveling cart 1 is composed of devices as shown in FIG. The in-vehicle controller 401 is connected to the motor driving device 402, and its output is connected to its own input and also input to the motor driving devices 403, 404, and 405. All the motor drive devices are connected to the motors 408, 409, 410, and 411 through the slip ring 406 of the front bogie carriage pivot and the slip ring 407 of the rear bogie carriage pivot. Each motor is decelerated by a mechanism such as a direct drive or a gear / belt / pulley to drive the wheels 204, 205, 206, and 207.

  FIG. 1 shows a control block diagram of the motor drive device in Embodiment 1 of the present invention. The control calculation unit 101 of the motor drive device includes a controller unit 102 and a driver unit 103. The controller unit 102 receives the cart position command 104 output from the in-vehicle controller 401 and converts it into a wheel position command 106 at a command frequency division / multiplication ratio 105, and the position controller 107 receives this and the motor position 119 as a wheel. A speed command 108 is generated. A result obtained by multiplying this by a speed command output gain 109 is output from the controller unit 102 as a speed command output 110.

  The position controller 107 calculates, for example, a position deviation between the wheel position command 106 and the motor position 119, multiplies the result by the position proportional gain, and adds the result obtained by multiplying the position deviation gain by the position integral gain. Thus, it can be realized by a position proportional integral control calculation that generates a wheel speed command. This position proportional integral control is known to be a type 1 control system in which the position deviation does not have a steady deviation with respect to the step change of the disturbance torque.

  The driver unit 103 receives the speed command output 110 from the controller unit 102 of the motor driving device 402 to which the cart position command 104 is directly input among a plurality of motor driving devices as the speed command input 111. The result of multiplying this by the speed command input gain 112 is used as a speed control command 113, and the speed controller 116 adjusts this so that the motor speed 115 that is the output of the speed detector 114 that receives the motor position 119 coincides. Motor current 117 is output. The motor position 119 changes according to the motor and load 118 and is fed back to the controller unit 102 and the driver unit 103 again.

  The speed controller 116 can be realized by, for example, a speed proportional control calculation that calculates a speed deviation between the speed control command 113 and the motor speed 115 and multiplies the speed deviation by a speed proportional gain to generate a motor current 117. This speed proportional control is a zero-type control system in which the speed deviation has a steady deviation with respect to the step change of the disturbance torque.

  FIG. 5 shows a wiring diagram of the motor drive device according to the first embodiment of the present invention.

  By connecting a plurality of motor driving devices as shown in FIG. 5, a system suitable for traveling axis dispersion control of the traveling carriage 1 can be constructed. The in-vehicle controller 401 has a cart position command generation function 501 and outputs a cart position command 104. This is input to the controller unit 102 of the motor driving device 402 that controls the left front wheel 204. The speed command output 110, which is the output of the controller unit 102, is connected to the speed command input 111 of the motor driving devices 402, 403, 404, 405 including itself, and the motors 204, 205, 206, 207 by the driver unit 103 are then connected. The speed control is performed. As a result, the speed of the wheels 204, 205, 206, and 207 is controlled, and the traveling carriage 1 operates. Note that the controller unit 102 of the motor driving devices 403, 404, and 405 that is not directly connected to the in-vehicle controller 401 is unnecessary, but connection of the carriage position command 104 is required in Example 4 and Example 5 described later.

  In addition, even if it has the controller part 102 mainly mounted by software processing, there is no problem in particular in terms of cost. Rather, if all the motor drive units have the same configuration, it is possible to make the models common and to provide cost merit. In addition, if the cart position command 104 is connected to all motor drive devices, the controller unit can be duplicated, used as a spare, or a method of selecting the optimum one from various speed command outputs according to various standards. It is done.

  In the first embodiment, since the motor driving device 402 takes charge of the position control function that the vehicle-mounted controller 401 has conventionally been responsible for, part of the processing load of the vehicle-mounted controller 401 can be reduced. In addition, it can not be overlooked that the wiring for connecting the feedback of the motor position 119 of the motor 204 necessary for position control to the in-vehicle controller 401 becomes unnecessary. In particular, if the interface between the in-vehicle controller 401 and the motor drive device 402 becomes simple, the degree of freedom in design such as a configuration in which the in-vehicle controller 401 is not on the traveling carriage 1 is increased.

  In addition, since each motor drive device controls each motor with a common speed command input 111 and a common driver unit 103, the control of each wheel is equalized, so it can be said that the basic configuration is less likely to cause interference force and unbalance. . The controller unit is a control system that does not have a steady deviation with respect to the step disturbance input, and the driver unit is a zero-type control system that has a steady deviation with respect to the step disturbance input. With respect to wheel control, the control is such that the deviation is allowed and the interference force between the driving wheels is minimized while the final position error is converged to zero by using the integration for the control of the cart position for the purpose of control. It becomes possible.

  As the position controller, the steady-state deviation can be converged to 0 by means other than position integration, such as a disturbance observer or model reference control. Even if speed feedforward, a position command filter, or the like, which improves only the response to the command, is used in combination, there will be no trouble in realizing the characteristics. Similarly, if the zero-type control system is maintained in the speed controller, the responsiveness may be improved by using, for example, torque feed forward.

  FIG. 6 is a component layout diagram of a traveling carriage in the second embodiment of the present invention. A carriage position sensor 601 is added to the traveling carriage 1, reads information on the carriage position scale 602, and outputs a carriage position 701. Other numbers are the same as those in the first embodiment.

  FIG. 7 is a control block diagram of the motor drive device according to the second embodiment of the present invention. Since the cart position 701 can be detected directly, the cart speed command 703 can be calculated by the full-close position control unit 702 by direct comparison with the cart command 104 without using the command frequency division / multiplication ratio 105. Similar to the position controller 107, the full-closed position controller 702 can be realized by, for example, performing the above-described position proportional integral control calculation on the carriage position command 104 and the carriage position deviation of the carriage position 701.

  In the second embodiment, by using the cart position sensor 601 that directly detects the cart position 701, it is possible to perform highly accurate positioning control that is not affected by slipping of the wheels. In addition, if an absolute type carriage position sensor is used, the origin return operation is not required, so that the start-up time can be shortened and the station position can be expressed by specifying the absolute position.

  FIG. 8 shows a control block diagram of the motor drive device according to the third embodiment of the present invention. A cart position command generation function 501 incorporated in the in-vehicle controller 401 is moved as a cart position command generator 802 to the controller unit 102 of the control calculation unit 101 of the motor drive device. A cart operation command 801 for controlling the generator 802 is received. Other numbers are the same as those in the first embodiment.

  The cart position command generator 802 has, for example, a plurality of point data designated by the target cart position command and the maximum speed, acceleration / deceleration, operation time, etc. up to the target cart position command, and the cart operation command 801 designates this point data. It can be realized by making it a command to start.

  According to the third embodiment, the in-vehicle controller 401 does not need to generate a cart position command in real time, and is completely released from the cart travel control.

  FIG. 9 shows a wiring diagram of the motor drive device according to the fourth embodiment of the present invention. The point which connects the trolley | bogie position command 104 to all the motor drive units 402,403,404,405 is different from Example 1. FIG. As a result, the wheel position command 106 calculated by the controller unit 102 can be referred to by all the motor drive devices.

  FIG. 10 shows a speed command input gain correction method according to the fourth embodiment of the present invention.

  When traveling at a constant speed in a linear start, the position of the carriage increases in proportion to time. When the cart position is moved by X during a certain time, the wheel position is θ = X · (N / D) using the command frequency division multiplication ratio (N / D) that converts the cart position command into the wheel position command. ) Just move. However, since actual wheels have different wheel diameters due to variations in products and wear due to aging, the amount of movement differs for each wheel even if the traveling carriage is traveling straight. In the lower diagram of FIG. 10, the difference in each wheel position change is represented by θn (n is 1 to the number of wheels). If this θn is obtained, the ratio of the assumed wheel movement amount θ and the driving wheel movement amount θn is set in the speed command input gain Gi, so that a wheel speed command in accordance with the wheel diameter can be obtained and interference between the wheels can be obtained. Force can be minimized.

  This correction method can also be used as an abnormality detection or warning function. When the speed command input gain exceeds a certain range from the initial value, the tire diameter is greatly worn away due to wear, the motor drive is not good, or the mechanism from the motor to the drive wheel is inconvenient. , Etc. can be considered. It is possible to avoid a continuous operation in an abnormal state by stopping the motor by making this an abnormality or issuing a warning display.

  In the fifth embodiment, first, the carriage position command 104 can be referred to by all the motor driving devices by the same wiring as the wiring diagram of the motor driving device in the fourth embodiment of the present invention shown in FIG.

  FIG. 11 is a control block diagram of the motor drive device according to the fifth embodiment of the present invention. The storage unit 1101 receives the carriage position command 104 and the motor speed 115 and stores the curve speed ratio in an internal storage area. Further, a command frequency division multiplication ratio correction value 1102, a speed command output gain correction value 1103, and a speed command input gain correction value 1104 are output as outputs. These ratios are corrected by multiplying the corresponding command frequency division multiplication ratio 105, speed command output gain 109, and speed command input gain 112, respectively.

  FIG. 12 shows an operation flowchart of the storage unit in the fifth embodiment of the present invention. In step 1, the cart position command 104 is read, and in step 2, it is determined whether the current mode is the storage mode or the reproduction mode. This determination is performed by, for example, an external signal (not shown) or an input from the in-vehicle controller 401.

  In the storage mode, the traveling carriage 1 is driven so that the carriage speed is constant. This operation can be realized by driving at low speed with an external force other than the motor or with only one motor axis. In this state, the motor speed 115 is read in step 3, and the curve speed ratio is calculated in step 4. Here, as the reference speed, a cart speed, a motor speed, a cart speed command, a wheel speed command, or the like at a constant speed on a straight track may be used. If an appropriate value is not found, an average value or a median value may be used as a reference speed from a range of actually measured motor speeds. In step 5, the calculated curve speed ratio and cart position command 104 are paired and stored in the internal storage area. In the command stop state where the cart position command 104 does not change, the storage may be stopped to save the storage area. In step 6, the three outputs in the storage mode, the command division / multiplication ratio correction value 1103, the speed command output gain correction value 1104, and the speed command input gain correction value 1105 are fixed to 1 which is a value that does not apply the correction. .

  In the regeneration mode, the traveling cart 1 is actually controlled by a cart position command 104 from the in-vehicle controller 401. In step 7, the curve speed ratio to be paired with the current carriage position command 104 is read from the storage area. In step 8, the command frequency division / multiplication ratio correction value 1103 is set to the curve speed ratio, and the desired speed of the motor in the curve track when the bogie speed is constant is given as the wheel position command. In step 9, the reciprocal of the curve speed ratio is set in the speed command output gain correction value 1104. This is because the wheel speed command increased / decreased by the command division / multiplication ratio correction value 1103 is a curve speed ratio of the motor controlled by the motor drive device having the controller unit, and does not match the curve speed ratio controlled by each driver unit. , Once to return the speed command output to the carriage speed reference. In step 10, the curve speed ratio is output to the speed command input gain correction value 1105 to recorrect the speed command based on each wheel.

  FIG. 13 shows an example of the curve speed ratio stored in the storage unit of the fifth embodiment. FIG. 13A shows an example when the traveling carriage 1 is moved at a constant speed of 2 [m / s] by external force. When all the wheels are in a straight track, all the wheels are 2 [m / s]. When all were on a curved track, the outer wheel was 2.8 [m / s], and the inner wheel was 1.4 [m / s]. However, if some of the wheels are in a straight or curved track, the position of the left front wheel and the right front wheel in the same front bogie will maintain the curve speed ratio in the straight and curved tracks, but the left rear The wheel and the right rear wheel take a slightly shifted value, and the value changes depending on the position of the carriage. Since it is very difficult to calculate this, it can be said that Example 5 using actual measurement is useful.

  FIG. 13B plots this for each drive wheel, with the position of the carriage on the horizontal axis and the curve speed ratio on the vertical axis. By storing the curve speed ratio for each fixed carriage position, the wheel speed in the curve can be saved.

  The cart position is a cart position command, but an actual cart position may be used. Alternatively, the curve speed ratio may be stored as a pair with an actual wheel position or a wheel position command, with one of the wheels representing the bogie position.

  FIG. 14 shows an example of the curve speed ratio stored in the storage unit according to the sixth embodiment of the present invention. As shown in FIG. 14 (a), when all the wheels are in a straight track, a straight section, a curve-in section where only the front wheels are in a curved track, a curved section where all the wheels are in a curved track, and only the rear wheels are in a curved track. By dividing into the curve-out sections, the required curve speed ratio data corresponding to the number of carriage positions can be significantly compressed as shown in FIG.

  FIG. 14B shows an example of this. The curve ratio between the straight section and the curve section that can be regarded as almost constant is a fixed value, and only the data of the left rear wheel and the right rear wheel in the curve-in section and the curve-out section are compared with the cart position. I remembered it. Even in this case, the storage capacity can be greatly reduced.

  Further, as shown in FIG. 14C, a complicated curve speed ratio between the curve-in section and the curve-out section may be approximated by average values A, B, and C and treated as a constant value. In this example, 2 to 4 curve speed ratios can be stored for each wheel.

  Further, as shown in FIG. 14 (d), the left rear wheel and the right rear wheel in the curve-in section are the straight section, and the left rear wheel and the right rear wheel in the curve-out section are approximately the same curve speed ratio as the curve section. If equal, it is only necessary to store two curve speed ratios for all wheels. Even if clockwise and counterclockwise are taken into account, the memory of the curve speed ratio is very useful because it suffices for three sections: a straight line section, an inner curve section, and an outer curve section.

  FIG. 15 is a sensor layout diagram of a traveling carriage in the seventh embodiment of the present invention. A left front wheel sensor 1501, a left rear wheel sensor 1502, a right front wheel sensor 1503, and a right rear wheel sensor 1504 are provided directly beside each wheel, and a clockwise magnetic tape 1505 disposed inside the curve track and a left-handed magnet (not shown). By detecting the tape, a total of seven sections can be discriminated by combinations of straight sections, curve-in sections, curve sections, curve-out sections, and their curve directions.

  FIG. 16 is a control block diagram of the motor drive device according to the seventh embodiment of the present invention. Instead of the cart position command 104, the curve speed ratio is switched for each cart section using the inward external input 1601 and the external external input 1602, and the command frequency division multiplication ratio correction value 1102, the speed command output gain correction value 1103, the speed command input The gain correction value 1104 is changed.

  FIG. 17 shows a connection diagram of external inputs in the seventh embodiment of the present invention. The drive wheels and the wiring between the motor and the motor drive device are omitted so that the connection of the external input is easy to understand. Taking the motor driving device 402 for controlling the left front wheel as an example, the left front wheel sensor 1501 is connected to the internal rotation external input 1601, and the right front wheel sensor 1503 is connected to the external rotation external input 1602. Conversely, the motor drive device 404 that controls the right front wheel has the right front wheel sensor 1503 connected to the internal rotation external input 1601 and the left front wheel sensor 1501 connected to the external rotation external input 1602. The rear wheel side is also connected in the same manner, so that it can be identified whether the own shaft is inward or outward. By switching the curve speed ratio with this input, the table shown in FIG. 14D can be switched with two inputs.

  Although a magnetic sensor is taken as an example of the external input here, there is no problem even if a sensor using optical or mechanical means is used. Even if the external input is not arranged on all the wheels, if the carriage speed is known, the external input may be arranged only on the front wheel side, and the signal generated by the timer delay may be used on the rear wheel side. In order to make further progress, it is possible to calculate in advance the time required to travel the distance from the previous stop position to the start of the curve, and to create external inputs for all the wheels with only timer processing.

  FIG. 18 shows an example of the curve speed ratio stored in the storage unit according to the eighth embodiment of the present invention. Each of the straight section, the curve-in section, the curve section, and the curve-out section is based on the switching pattern of FIG. At this time, since the curve speed ratio is constant in all the sections, these are referred to as steady sections. In this switching pattern, the curve speed ratio changes discontinuously when each wheel enters the curve path, so the motor speed also becomes discontinuous and an infinite torque command is required.

  In order to avoid this, a transition section indicated by diagonal lines in FIG. 18 is provided after switching the steady section so that the curve speed ratio changes continuously in a straight line. Since the acceleration becomes a constant value, the torque command generated in the transition section can be set to a value below a certain value. Since the motor and the motor driving device have restrictions on the rated torque and the maximum torque, the change of the curve speed ratio can be set within a range in which the motor can actually follow by adjusting the transition section according to the restriction.

  Note that the change in the curve speed ratio in the transition section may be an exponential curve or an S-shaped curve. Further, the transition section may be provided before the steady section changes.

  If you push forward further, make a gentle curve track between the straight track and the curve track to fit the change of the curve speed ratio with the transition section that matches the motor constraints, or widen the track width and turn smoothly The track of the guide rail may be changed, such as having a margin. Moreover, it is good also to provide a play in the mechanism which restrains a guide rail, and to enable the turning in a transition area.

  FIG. 19 shows a calculation example of the curve speed ratio in the ninth embodiment of the present invention. If the start time of the cart section can be specified, the trajectory of the cart center (Xg, Yg) and the cart speed Vg = V (constant) in the traveling direction in the straight section and the curve section, and the associated trajectory of each wheel (Xfl, Yfl) The wheel speed Vfl (in the case of the left front wheel) can be solved analytically and can be expressed by a mathematical expression as shown in the lower table of FIG. Therefore, it is not necessary to perform actual measurement at a constant speed of the carriage, which is difficult to measure. In particular, in the curve section, the center of the carriage draws an arc having a radius R ′ = R cos β (β = asin (l / R)) and slightly smaller than the track center radius R. At this time, if the carriage speed is the same as that in the straight line, the outer ring speed is V × R2 / R ′, and the inner ring speed is V × R1 / R ′. When this is solved and divided by the reference speed V in a straight line, the curve speed ratio of the outer ring becomes √ (R2 / R1), and the curve speed ratio of the inner ring becomes √ (R1 / R2). By using this ratio, the curve trajectory can be turned with an accurate curve speed ratio.

  Since the track in the curve-in section and the curve-out section is difficult to solve analytically, simulation or the like is used, the distance between the axles is restricted by the vehicle body length L, and the center speed of the carriage is V (constant). Therefore, a curve speed ratio pair can also be obtained by numerically solving. Alternatively, the curve speed ratio may be obtained using an approximate expression. For example, the curve speed ratio of the outer wheel is 1 at the beginning of the curve-in section, and the curve speed ratio is √ (R2 / R1) at the end of the curve-in section. It is conceivable to approximate the curve speed ratio so that the interval changes in a straight line.

  As described above, the motor driving device of the present invention is a traveling vehicle with a plurality of wheels that travels on the track defined by the guide rail, and the motor driving device that controls the motor that drives each wheel is used for the traveling vehicle control. With distributed control while shifting the processing load, continuous control realizes well-balanced driving on a straight track and steering with driving wheels that do not rely on guide rails on curved tracks, and interference between driving wheels in all sections The present invention provides a motor drive device that can provide the best performance with few.

  In this embodiment, the track defined by the guide rail is described as a combination of a straight track and a curved track having a constant radius. However, the present invention is not limited to this, and the present invention is effective even in a complex curve combination. is there. Although the traveling cart is described as a four-wheel drive vehicle, the present invention is not limited to this, and the traveling cart having a larger number of driving wheels, such as six-wheel drive and eight-wheel drive, or a structure that does not have a bogie is different. It can also be applied to traveling carts.

  Furthermore, the present invention can also exert certain effects on an unmanned traveling vehicle that does not use a guide rail. In addition, it is possible to further improve the characteristics of the running control by adding a function for compensating for a more dynamic characteristic such as a load change due to the movement of the center of gravity and a re-adhesion control for the slip of the wheel.

DESCRIPTION OF SYMBOLS 1 Traveling carriage 101 Control calculating part 102 Controller part 103 Driver part 104 Carriage position command 105 Command frequency division multiplication ratio 106 Wheel position command 119 Motor position 107 Position controller 108 Wheel speed command 109 Speed command output gain 110 Speed command output 111 Speed command Input 112 Speed command input gain 113 Speed control command 114 Speed detector 115 Motor speed 116 Speed controller 117 Motor current 118 Motor and load 119 Motor position 201 Bogie body 202 Front bogie bogie 203 Rear bogie bogie 204 Left front wheel 205 Left rear wheel 206 Right front wheel 207 Right rear wheel 301 Straight track 302 Curve track 303 Straight guide rail 304 Inner guide rail 305 Outer guide rail 401 In-vehicle controller 402, 403, 404, 40 Motor drive device 406, 407 Bogie bogie pivot axis slip ring 408, 409, 410, 411 Motor 501 Cart position command generation function 601 Cart position sensor 602 Cart position scale 701 Cart position 702 Full-closed position controller 703 Cart speed command 801 Cart Operation command 802 Carriage position command generator 1101 Storage unit 1102 Command frequency division / multiplication ratio correction value 1103 Speed command output gain correction value 1104 Speed command input gain correction value 1501 Left front wheel magnetic sensor 1502 Left rear wheel magnetic sensor 1503 Right front wheel magnetic sensor 1504 Right rear wheel magnetic sensor 1505 Right-handed magnetic tape 1601 Inward external input 1602 Outer external input

Claims (12)

Mounted on a traveling carriage with a plurality of wheels that travels on a track defined by a guide rail and controls a motor that drives the wheels. A controller that multiplies the multiplication ratio to convert it to a wheel position command, generates a wheel speed command from the wheel position command and the actual wheel position by a position controller, and multiplies this by a speed command output gain to calculate a speed command output; And a driver unit having a speed controller that takes one of the speed command outputs as a speed command input, multiplies the speed command input gain to generate a speed control command, and controls the actual wheel speed to follow this. Motor drive device. 2. A controller for receiving a carriage position command, generating a carriage speed command from the actual carriage position by a full-close position controller, and multiplying this by a speed command output gain to calculate a speed command output. The motor drive device described. The motor drive device according to claim 1, wherein the controller unit has a cart position command generation function. The controller unit is a control system that does not have a steady deviation with respect to a step disturbance input, and the driver units are all the same control system and are a zero-type control system that has a steady deviation with respect to a step disturbance input. The motor drive device of Claim 1 which comprises. The motor drive device according to claim 1, further comprising a configuration in which the speed command input gain of the driver unit is updated with a wheel rotation amount during a period in which the traveling carriage travels on a straight track at a constant speed. The motor speed when the traveling carriage travels on a straight track at a constant carriage speed is used as the reference speed, and the curve speed ratio with the motor speed when traveling on the curved track at the same carriage speed is stored in the storage unit as a pair with the carriage position. 2. A configuration comprising: storing, reading a curve speed ratio from a storage unit according to a current carriage position during actual traveling, and correcting a command frequency division multiplication ratio, a speed command output gain, and a speed command input gain. Motor drive device. The motor drive device according to claim 6, further comprising a configuration in which a cart position, which is one of the inputs of the storage unit, is divided into a finite number of cart sections and a curve speed ratio is stored for each cart section. The carriage section includes a straight section in which all wheels of the traveling carriage are in a straight track, a curve-in section in which some wheels are in a curved track, a curved section in which all wheels are in a curved track, and some wheels. The motor driving device according to claim 7, wherein the motor driving device is configured by a curve-out section that is out of the curve track and in a straight section. For the determination of the cart section, instead of the cart position command, an external input indicating that each wheel is in a straight section or a curve section is used, and the external input of the wheel driven by the motor to be controlled is connected to the internal external input. The motor drive device according to claim 7, further comprising a configuration in which an external input of a pair of left and right wheels is connected to an external external input to switch a curve speed ratio. The motor drive device according to claim 7, wherein the carriage section includes a steady section having a constant curve speed ratio and a transition section that smoothly connects the curve speed ratio within a range that can be driven by the motor and the motor drive apparatus. The motor driving device according to claim 6, further comprising: a theoretical value calculated from a guide rail track and a wheel arrangement of a traveling carriage for the curve speed ratio stored in the storage unit. The curve speed ratio includes a configuration using a square root of a value in which the outer ring raceway radius is used when the wheel is outward, the inner ring raceway radius is used as a numerator when the wheel is inward, and the track center radius of the outer ring and the inner ring is used as a denominator. Motor drive device.

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