JPH09271105A - Control method for vehicle and its device - Google Patents
Control method for vehicle and its deviceInfo
- Publication number
- JPH09271105A JPH09271105A JP8134485A JP13448596A JPH09271105A JP H09271105 A JPH09271105 A JP H09271105A JP 8134485 A JP8134485 A JP 8134485A JP 13448596 A JP13448596 A JP 13448596A JP H09271105 A JPH09271105 A JP H09271105A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- control
- braking
- drive
- motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 35
- 230000001172 regenerating effect Effects 0.000 claims description 64
- 238000006073 displacement reaction Methods 0.000 claims description 5
- 238000005265 energy consumption Methods 0.000 claims description 3
- 230000000694 effects Effects 0.000 description 26
- 230000002457 bidirectional effect Effects 0.000 description 10
- 230000008859 change Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 8
- 238000001514 detection method Methods 0.000 description 6
- 238000004804 winding Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 5
- 230000004913 activation Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
Description
【0001】[0001]
【発明の属する技術分野】この発明は、例えば移動経路
に沿って設けられた磁気テープや光反射用の白線テープ
などのガイドマーク(ガイド手段)に沿って工場内を走
行(移動)するオートガイドビークル(いわゆるAG
V)のような車両の制御方法およびその装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic guide that travels (moves) in a factory along guide marks (guide means) such as a magnetic tape or a white line tape for light reflection provided along a moving path. Vehicle (so-called AG
V) and a control method thereof.
【0002】[0002]
【従来の技術】従来、上述例の車両の制御方法およびそ
の装置としては、例えば、特公昭61−48322号公
報に記載のものがある。すなわち、電機子と、直巻界磁
と、直巻界磁用切換スイッチと、分巻界磁と、分巻界磁
抵抗と、分巻界磁用切換スイッチとを備えた複巻式の駆
動モータを設け、無人車が降坂等と所定速度以上で走行
する場合、上述の駆動モータに回生電流が流れるのを有
効利用して、この回生電流が所定値になった時、電圧判
別器の出力を増幅して、リレーを介して上述の分巻界磁
用切換スイッチをONとなして、上述の分巻界磁抵抗を
短絡させて上記分巻界磁を増界磁と成して、電機子の回
転数を低下させ、無人車が降板を暴走するのを確実に防
止すべく構成した無人車走行方法である。2. Description of the Related Art Conventionally, as a vehicle control method and apparatus of the above-mentioned example, there is one described in Japanese Patent Publication No. 61-48322. That is, a compound winding type drive including an armature, a series winding field, a series winding field changeover switch, a shunt winding field resistance, a shunt winding field resistance switch, and a shunt winding field switch. When an unmanned vehicle travels downhill on a predetermined speed or more by providing a motor, the regenerative current flowing through the drive motor is effectively used, and when the regenerative current reaches a predetermined value, the voltage discriminator The output is amplified, the shunt field switching switch is turned on via a relay, the shunt field resistance is short-circuited, and the shunt field is increased field. The unmanned vehicle traveling method is configured to reduce the number of rotations of the armature so as to surely prevent the unmanned vehicle from recklessly running down the board.
【0003】この従来手段によれば、回生電流(回生エ
ネルギ)を有効利用して車両を回生制動することができ
る利点があるが、単に回生電流の有効利用により車両の
暴走が防止できるのみであって、この回生エネルギによ
り車両の軌跡制御(方向制御)を実行することは困難で
あった。According to this conventional means, there is an advantage that the vehicle can be regeneratively braked by effectively utilizing the regenerative current (regenerative energy), but the effective use of the regenerative current can only prevent the vehicle from running out of control. Then, it is difficult to execute the trajectory control (direction control) of the vehicle by the regenerative energy.
【0004】[0004]
【発明が解決しようとする課題】この発明の請求項1記
載の発明は、左右の駆動輪の速度差により方向制御(軌
跡制御)を行なうものにおいて、コーナリング時や急ブ
レーキ時などの必要な制動時に左右の駆動輪を駆動する
駆動モータに対して逆トルクを付勢することで、車両の
走行軌跡がずれる傾向にある時、逆トルクによるブレー
キングにて確実に方向修正ができ、慣性力の大きい車両
であっても小半径のコーナ部を円滑に旋回走行すること
ができる車両の制御方法の提供を目的とする。SUMMARY OF THE INVENTION The invention according to claim 1 of the present invention is one in which directional control (trajectory control) is performed by the speed difference between the left and right driving wheels, and necessary braking such as during cornering or sudden braking is performed. When reverse torque is applied to the drive motors that drive the left and right drive wheels at times, the direction can be reliably corrected by braking due to reverse torque when the vehicle's running trajectory tends to shift. It is an object of the present invention to provide a vehicle control method capable of smoothly turning around a corner having a small radius even for a large vehicle.
【0005】この発明の請求項2記載の発明は、上記請
求項1記載の発明の目的と併せて、減速時に駆動モータ
に発生する回生エネルギの消費量を調整して方向制御す
ることで、減速時に車両の走行軌跡がずれる傾向にある
時、上述の回生エネルギを有効利用して、制動量をコン
トロールしながら車両の方向修正を確実に行なうことが
できる車両の制御方法の提供を目的とする。According to a second aspect of the present invention, in addition to the object of the first aspect of the invention, the deceleration is performed by adjusting the consumption amount of the regenerative energy generated in the drive motor during deceleration to control the direction. It is an object of the present invention to provide a vehicle control method capable of reliably correcting the direction of the vehicle while controlling the braking amount by effectively utilizing the above-mentioned regenerative energy when the traveling locus of the vehicle tends to shift.
【0006】この発明の請求項3記載の発明は、上記請
求項2記載の発明の目的と併せて、左右の各駆動モータ
の要求速度差が所定値以上になった時、左右の駆動輪の
うちの一方の駆動輪を回生制動することで、車両の横ず
れ量が大きくなった場合に上記回生エネルギを有効利用
して車両を軌跡制御することができる車両の制御方法の
提供を目的とする。According to the invention of claim 3 of the present invention, in addition to the object of the invention of claim 2, when the required speed difference between the left and right drive motors exceeds a predetermined value, the left and right drive wheels are driven. An object of the present invention is to provide a vehicle control method capable of controlling the trajectory of a vehicle by effectively utilizing the regenerative energy when the lateral displacement amount of the vehicle becomes large by regeneratively braking one of the driving wheels.
【0007】この発明の請求項4記載の発明は、上記請
求項1記載の発明の目的と併せて、移動経路に沿って設
けたガイド手段に対して車両の横ずれ量に関係させた駆
動制御マップおよび制動値マップを設けて、制御則とし
てのデータメモリに別々に割り付けられる上記2つのマ
ップを用いることにより、マップそれ自体の設定が容易
で、車両の機種や重量に応じた対応性がよく、汎用性の
拡大を図ることができると共に、マップの部分修正も容
易で、かつ車両の走行コースの変更時(コーナ部分にお
ける曲率半径の変更も含む)においても充分対応するこ
とができる車両の制御方法の提供を目的とする。According to a fourth aspect of the present invention, in addition to the object of the first aspect of the invention, a drive control map relating to a lateral shift amount of a vehicle with respect to guide means provided along a moving route. By using the above two maps which are separately allocated to the data memory as a control law by providing a braking value map, the setting of the map itself is easy, and the compatibility according to the model and weight of the vehicle is good. A control method for a vehicle, which can be expanded in versatility, can be easily modified in a part of a map, and can be sufficiently coped with even when a traveling course of the vehicle is changed (including a change in a radius of curvature in a corner portion). For the purpose of providing.
【0008】この発明の請求項5記載の発明は、減速時
に駆動モータに発生する回生エネルギを制御して方向制
御(軌跡制御)することで、減速時において車両の走行
軌跡がずれようとする際、上述の回生エネルギを有効利
用して車両の方向修正を確実に行なうことができる車両
の制御装置の提供を目的とする。According to the fifth aspect of the present invention, when the regenerative energy generated in the drive motor during deceleration is controlled to control the direction (trajectory control), the running locus of the vehicle tends to shift during deceleration. An object of the present invention is to provide a vehicle control device capable of surely correcting the direction of the vehicle by effectively utilizing the regenerative energy described above.
【0009】この発明の請求項6記載の発明は、上記請
求項5記載の発明の目的と併せて、モータ駆動部に対し
てモータ制御部を並設することで、簡単な構成でありな
がら、このモータ制動部に流れる回生電流を有効利用し
て車両を確実に制動および軌跡制御することができる車
両の制御装置の提供を目的とする。According to a sixth aspect of the present invention, in addition to the object of the fifth aspect of the invention, a motor control section is provided in parallel with a motor drive section, so that the motor control section has a simple structure. An object of the present invention is to provide a vehicle control device capable of reliably utilizing the regenerative current flowing in the motor braking portion to reliably control the vehicle and control its trajectory.
【0010】この発明の請求項7記載の発明は、上記請
求項5記載の発明の目的と併せて、PWM(Pulse Widt
h Modulationの略でパルス幅変調)制御により回生エネ
ルギ消費量をコントロールすることで、無段階的なブレ
ーキングが実施できると共に回生エネルギの損失がな
く、エネルギ効率の向上(省エネルギ化)を図ることが
できる車両の制御装置の提供を目的とする。According to the invention of claim 7 of the present invention, in addition to the object of the invention of claim 5, PWM (Pulse Widt)
By controlling regenerative energy consumption by pulse width modulation (abbreviation of h Modulation) control, stepless braking can be performed and there is no loss of regenerative energy, and energy efficiency is improved (energy saving). It is an object of the present invention to provide a vehicle control device capable of performing the above.
【0011】この発明の請求項8記載の発明は、上記請
求項5記載の発明の目的と併せて、移動経路に沿って設
けたガイド手段に対する車両の横ずれ量に関係させた制
動値マップを設けて制動制御することで、マップそれ自
体の設定が容易で、車両の機種や重量に応じた対応性が
よく、汎用性の拡大を図ることができると共に、マップ
の部分修正も容易で、かつ車両の走行コースの変更時
(コーナ部分における曲率半径の変更も含む)において
も充分対応することができて、良好な制動特性を確保す
ることができる車両の制御装置の提供を目的とする。According to the invention of claim 8 of the present invention, in addition to the object of the invention of claim 5, a braking value map relating to the lateral deviation amount of the vehicle with respect to the guide means provided along the movement path is provided. It is easy to set the map itself by using the braking control by using the brake control, and it is possible to improve the versatility by adapting it according to the model and weight of the vehicle. It is an object of the present invention to provide a control device for a vehicle, which can sufficiently cope with the change of the traveling course (including the change of the radius of curvature at the corner portion) and can secure a good braking characteristic.
【0012】この発明の請求項9記載の発明は、上記請
求項8記載の発明の目的と併せて、駆動制御マップと制
動値マップとを設けて、これら各マップを切換え制御す
ることで、良好な軌跡制御特性の確保と、良好な制動特
性の確保との両立を図ることができる車両の制御装置の
提供を目的とする。According to the invention of claim 9 of the present invention, in addition to the object of the invention of claim 8 described above, a drive control map and a braking value map are provided, and these maps are switched and controlled. An object of the present invention is to provide a control device for a vehicle that is capable of ensuring both excellent trajectory control characteristics and good braking characteristics.
【0013】この発明の請求項10記載の発明は、上記
請求項5記載の発明の目的と併せて、車両の減速位置を
車両の移動経路に設けられた番地手段により検出するこ
とで、正確な減速位置の検出を実行することができる車
両の制御装置の提供を目的とする。According to a tenth aspect of the present invention, in addition to the object of the fifth aspect of the invention, the deceleration position of the vehicle is detected by an address means provided on the movement path of the vehicle, and thus, the accuracy is improved. An object of the present invention is to provide a control device for a vehicle that can detect a deceleration position.
【0014】[0014]
【課題を解決するための手段】この発明の請求項1記載
の発明は、左右の駆動輪の速度差により方向制御を行な
うように成した車両の制御方法であって、制動時に上記
左右の駆動輪を駆動する駆動モータに逆トルクを付勢し
て方向制御する車両の制御方法であることを特徴とす
る。According to a first aspect of the present invention, there is provided a vehicle control method in which direction control is performed by a difference in speed between left and right driving wheels. It is a control method for a vehicle, in which a drive motor for driving wheels is urged with a reverse torque to control a direction.
【0015】この発明の請求項2記載の発明は、上記請
求項1記載の発明の構成と併せて、減速時に上記駆動モ
ータに発生する回生エネルギの消費量を調整して方向制
御する車両の制御方法であることを特徴とする。According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, a vehicle control is performed in which the amount of regenerative energy generated in the drive motor during deceleration is adjusted to control the direction. It is a method.
【0016】この発明の請求項3記載の発明は、上記請
求項2記載の発明の構成と併せて、左右の各駆動モータ
の要求速度差が所定値以上になった時、左右の駆動輪の
うちの一方の駆動輪を回生制動する車両の制御方法であ
ることを特徴とする。According to a third aspect of the present invention, in combination with the configuration of the second aspect of the invention, when the required speed difference between the left and right drive motors exceeds a predetermined value, the left and right drive wheels are driven. It is a method of controlling a vehicle in which one of the drive wheels is regeneratively braked.
【0017】この発明の請求項4記載の発明は、上記請
求項1記載の発明の構成と併せて、移動経路に沿って設
けたガイド手段に対する車両の横ずれ量に関係させた駆
動制御マップと、車両の横ずれ量に対応する制動値マッ
プとを備え、上記制動値マップに基づいて駆動輪を制動
する車両の制御方法であることを特徴とする。According to a fourth aspect of the present invention, in addition to the configuration of the first aspect of the present invention, a drive control map relating to the lateral deviation amount of the vehicle with respect to the guide means provided along the movement path, And a braking value map corresponding to the amount of lateral deviation of the vehicle, and a method of controlling the vehicle that brakes the drive wheels based on the braking value map.
【0018】この発明の請求項5記載の発明は、左右の
駆動輪の速度差により方向制御を行なうように成した車
両の制御装置であって、車両の減速状態を検出する減速
検出手段と、移動経路に沿って設けたガイド手段からの
車両の横ずれ量に対応して、減速時の回生エネルギを制
御する回生エネルギ制御手段とを備えた車両の制御装置
であることを特徴とする。According to a fifth aspect of the present invention, there is provided a vehicle control device configured to perform direction control based on a speed difference between left and right driving wheels, and deceleration detecting means for detecting a deceleration state of the vehicle. The vehicle control device is provided with a regenerative energy control means for controlling the regenerative energy during deceleration in accordance with the lateral deviation amount of the vehicle from the guide means provided along the movement path.
【0019】この発明の請求項6記載の発明は、上記請
求項5記載の発明の構成と併せて、上記左右の駆動輪を
駆動する左右の駆動モータを設け、上記左右の駆動モー
タを駆動制御するモータ駆動部に対してモータ制動部が
並設された車両の制御装置であることを特徴とする。According to a sixth aspect of the present invention, in addition to the configuration of the fifth aspect of the invention, left and right drive motors for driving the left and right drive wheels are provided, and the left and right drive motors are drive-controlled. It is a control device for a vehicle in which a motor braking unit is installed in parallel with a motor driving unit.
【0020】この発明の請求項7記載の発明は、上記請
求項5記載の発明の構成と併せて、PWM制御により上
記回生エネルギ消費量を制御する車両の制御装置である
ことを特徴とする。The invention according to claim 7 of the present invention is, in addition to the configuration of the invention according to claim 5, a vehicle control device for controlling the regenerative energy consumption by PWM control.
【0021】この発明の請求項8記載の発明は、上記請
求項5記載の発明の構成と併せて、移動経路に沿って設
けたガイド手段に対する車両の横ずれ量に関係させた制
動値マップを設け、上記制動値マップにより制御する車
両の制御装置であることを特徴とする。According to the invention of claim 8 of the present invention, in addition to the structure of the invention of claim 5, a braking value map relating to the lateral deviation amount of the vehicle with respect to the guide means provided along the movement path is provided. The vehicle control device is controlled by the braking value map.
【0022】この発明の請求項9記載の発明は、上記請
求項8記載の発明の構成と併せて、車両の横ずれ量に対
応する駆動制御マップを設け、該駆動制御マップと上記
制動値マップとを切換え制御する車両の制御装置である
ことを特徴とする。According to a ninth aspect of the present invention, in addition to the configuration of the eighth aspect of the invention, a drive control map corresponding to the lateral deviation amount of the vehicle is provided, and the drive control map and the braking value map are provided. It is a vehicle control device for switching control.
【0023】この発明の請求項10記載の発明は、上記
請求項5記載の発明の構成と併せて、車両の減速位置を
車両の移動経路に設けられた番地手段により検出する車
両の制御装置であることを特徴とする。According to a tenth aspect of the present invention, in addition to the configuration of the fifth aspect of the invention, there is provided a vehicle control device for detecting the deceleration position of the vehicle by means of an address means provided on a moving route of the vehicle. It is characterized by being.
【0024】[0024]
【発明の作用及び効果】この発明の請求項1記載の発明
によれば、左右の駆動輪の速度差により方向制御(軌跡
制御)を行なう方法において、コーナリング時などの制
動時にあっては上述の左右の駆動輪を駆動する駆動モー
タの必要な側に逆トルクを付勢して方向制御を行なうの
で、車両の走行軌跡がずれる傾向にある時、逆トルクに
よるブレーキングにて確実に方向修正を行なうことがで
き、仮りに慣性力の大きい車両であっても小半径のコー
ナ部を円滑に旋回走行することができ、コーナリング特
性の向上を図ることができ、また車両の走行スピードの
高速化を図ることができる効果がある。According to the invention described in claim 1 of the present invention, in the method of performing the direction control (trajectory control) by the speed difference between the left and right driving wheels, the above-mentioned method is used at the time of braking such as cornering. Reverse torque is applied to the necessary side of the drive motors that drive the left and right drive wheels to control the direction, so when the running trajectory of the vehicle tends to shift, the direction can be reliably corrected by braking with the reverse torque. Even if the vehicle has a large inertial force, the vehicle can smoothly turn in a corner with a small radius, the cornering characteristics can be improved, and the traveling speed of the vehicle can be increased. There is an effect that can be achieved.
【0025】この発明の請求項2記載の発明によれば、
上記請求項1記載の発明の効果と併せて、減速時には駆
動モータが慣性でまわされて、該駆動モータが発電機と
して作用し、回生エネルギが発生するが、この減速時の
回生エネルギの消費量を調整(制動量をコントロール)
して方向制御するので、減速時において車両の走行軌跡
がずれる傾向にある時、上述の回生エネルギを有効利用
して、何等メカ的な制動装置を必要とすることなく、車
両の方向修正を確実に行なうことができる効果がある。According to the invention described in claim 2 of the present invention,
In addition to the effect of the invention described in claim 1, the drive motor is rotated by inertia during deceleration, and the drive motor acts as a generator to generate regenerative energy. The regenerative energy consumed during deceleration is consumed. Adjust (Control the braking amount)
When the vehicle's running trajectory tends to deviate during deceleration, the regenerative energy described above is effectively used to ensure correct vehicle direction correction without the need for any mechanical braking device. There is an effect that can be done.
【0026】この発明の請求項3記載の発明によれば、
上記請求項2記載の発明の効果と併せて、左右の各駆動
モータの要求速度の差が所定値以上になった時、一方の
駆動モータを介して必要な側の駆動輪を回生制動するの
で、車両の横ずれ量が大きくなった場合に、上述の回生
エネルギを有効利用して車両を軌跡制御し、車両の横ず
れ量を修正することができる効果がある。According to the third aspect of the present invention,
In addition to the effect of the invention described in claim 2, when the difference between the required speeds of the left and right drive motors exceeds a predetermined value, the drive wheel on the necessary side is regeneratively braked via one drive motor. When the lateral deviation amount of the vehicle becomes large, there is an effect that the above-mentioned regenerative energy is effectively used to control the trajectory of the vehicle and the lateral deviation amount of the vehicle can be corrected.
【0027】この発明の請求項4記載の発明によれば、
上記請求項1記載の発明の効果と併せて、制御則として
上述の駆動制御マップと制動値マップとを備えたので、
マップ(データメモリに割り付けられるマップ)それ自
体の設定が容易で、車両の機種、重量に応じた対応性が
よく、汎用性の拡大を図ることができると共に、マップ
の部分修正、変更も容易であるから、車両の走行コース
を変更(コーナ部分における曲率半径の変更も含む)す
るような場合においても充分対応することができる効果
がある。According to the invention described in claim 4 of the present invention,
In addition to the effect of the invention described in claim 1, the above-mentioned drive control map and braking value map are provided as control rules,
The map (map that is assigned to the data memory) itself can be easily set, and it has good compatibility with the model and weight of the vehicle, and it can be expanded in versatility, and the map can be easily modified and changed. Therefore, there is an effect that it is possible to sufficiently cope with the case where the traveling course of the vehicle is changed (including the change of the radius of curvature at the corner portion).
【0028】この発明の請求項5記載の発明によれば、
車両の方向制御は左右の駆動輪の速度差により実行さ
れ、上述の減速検出手段は車両の減速状態検出し、上述
の回生エネルギ制御手段は移動経路に沿って設けられた
ガイド手段からの車両の横ずれ量に対応して、減速時の
回生エネルギを制御する。この結果、減速時において車
両の走行軌跡がずれようとする際、上述の回生エネルギ
を有効利用して、車両の方向修正(軌跡修正)を確実に
行なうことができる効果がある。According to the invention described in claim 5 of the present invention,
Directional control of the vehicle is executed by the speed difference between the left and right driving wheels, the deceleration detection means described above detects the deceleration state of the vehicle, and the regenerative energy control means described above is controlled by the guide means provided along the movement path of the vehicle. The regenerative energy during deceleration is controlled according to the lateral deviation amount. As a result, when the running locus of the vehicle tends to shift during deceleration, the above-described regenerative energy can be effectively used to reliably correct the direction of the vehicle (trajectory correction).
【0029】この発明の請求項6記載の発明によれば、
上記請求項5記載の発明の効果と併せて、上述のモータ
駆動部に対してモータ制御部を並設したので、簡単な構
成でありながら、減速時にこのモータ制御部に流れる回
生電流(回生エネルギ)を有効利用して、車両を確実に
制動および軌跡制御することができる効果がある。According to the invention described in claim 6 of the present invention,
In addition to the effect of the invention as set forth in claim 5, the motor control section is provided in parallel with the motor drive section, so that the regenerative current (regenerative energy) flowing through the motor control section during deceleration has a simple structure. ) Is effectively used, there is an effect that the vehicle can be reliably braked and the trajectory is controlled.
【0030】この発明の請求項7記載の発明によれば、
上記請求項5記載の発明の効果と併せて、ON、OFF
により通電パルスの幅を変調するPWM制御により回生
エネルギの消費量をコントロールするので、無段階的な
制動(ブレーキング)が実施できると共に、回生エネル
ギの損失がなく、エネルギ効率の向上(省エネルギ化)
を図ることができる効果がある。According to the invention of claim 7 of the present invention,
In addition to the effect of the invention described in claim 5, ON, OFF
Since the consumption of regenerative energy is controlled by the PWM control that modulates the width of the energizing pulse, stepless braking can be performed and there is no loss of regenerative energy, improving energy efficiency (energy saving). )
There is an effect that can be achieved.
【0031】この発明の請求項8記載の発明によれば、
上記請求項5記載の発明の効果と併せて、車両の横ずれ
量に対応する制動値マップを設けて、横ずれ量に応じた
制動制御を行なうので、請求項4と同様のマップ効果を
有し、かつ良好な制動特性を確保することができる効果
がある。According to the invention described in claim 8 of the present invention,
In addition to the effect of the invention described in claim 5, a braking value map corresponding to the lateral deviation amount of the vehicle is provided to perform the braking control according to the lateral deviation amount, so that the map effect similar to that of claim 4 is provided. Moreover, there is an effect that good braking characteristics can be secured.
【0032】この発明の請求項9記載の発明によれば、
上記請求項8記載の発明の効果と併せて、上述の駆動制
御マップと制動値マップとを切換えて制御するので、良
好な軌跡制御特性の確保と、良好な制動特性の確保との
両立を図ることができると共に、制御則としてのこれら
の各マップの設定、変更、修正も容易な効果がある。According to the ninth aspect of the present invention,
In addition to the effect of the invention described in claim 8, the drive control map and the braking value map are switched and controlled, so that both good trajectory control characteristics and good braking characteristics are ensured. Besides, it is possible to set, change and modify each of these maps as a control law.
【0033】この発明の請求項10記載の発明によれ
ば、上記請求項5記載の発明の効果と併せて、車両の減
速位置(減速すべき位置)を車両の移動経路(走行コー
ス)に設けられた番地手段(予め減速指令データが記憶
された手段)により検出するので、減速位置を正確に検
出して、車両を適正に減速走行させることができる効果
がある。According to the invention of claim 10 of the present invention, in addition to the effect of the invention of claim 5, the deceleration position of the vehicle (the position to be decelerated) is provided on the moving route (running course) of the vehicle. Since it is detected by the assigned address means (means in which deceleration command data is stored in advance), there is an effect that the deceleration position can be accurately detected and the vehicle can be appropriately decelerated.
【0034】[0034]
【実施例】この発明の一実施例を以下図面に基づいて詳
述する。図面は車両の制御方法およびその装置を示し、
図1、図2において、床部1には移動経路(走行コー
ス)に沿ってガイド手段の一例としてのガイドテープ2
が敷設されており、無人移動車両(自走車いわゆるAG
Vであるが、以下単に車両の略記する)3側には、操舵
センタ4を中心として水平回動可能な基台5を設け、こ
の基台5上に設置された左右の駆動モータ6,7により
左右独立して駆動される左右の駆動輪8,9を備えてい
る。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below in detail with reference to the drawings. The drawings show a vehicle control method and apparatus,
1 and 2, a guide tape 2 as an example of guide means is provided on a floor 1 along a moving path (running course).
Are laid, and unmanned mobile vehicles (self-propelled vehicles, so-called AG
V is a vehicle abbreviated hereinafter) 3 side is provided with a base 5 which is horizontally rotatable around a steering center 4, and left and right drive motors 6, 7 installed on the base 5. The left and right drive wheels 8 and 9 are independently driven by the.
【0035】また上述の車両3には自在車輪構成もしく
は非自在車輪構成の左右の従動輪10,11を設けると
共に、上述のガイドテープ2と直交状に交差する方向に
配設されたガイドセンサ12を備えている。さらに上述
の車両3には床部1の所定箇所(図9参照)に配設され
た番地手段としての番地板13(予め速度指令データや
減速指令データなどが記憶された番地板)を検出する番
地センサ14を取付けている。Further, the above-mentioned vehicle 3 is provided with left and right driven wheels 10 and 11 each having a free wheel structure or a non-free wheel structure, and a guide sensor 12 arranged in a direction orthogonal to the above-mentioned guide tape 2. Is equipped with. Further, an address plate 13 (an address plate in which speed command data, deceleration command data, etc. are stored in advance) as address means arranged at a predetermined location (see FIG. 9) on the floor 1 of the vehicle 3 is detected. The address sensor 14 is attached.
【0036】ここで、上述のガイドセンサ12は図3に
示すようにガイドテープ2と交差する方向に配列された
複数例えば16個のポイントセンサC1〜C16を有
し、これらの各ポイントセンサC1〜C16にてガイド
テープ2に対する車両3の左右位置ずれ量(横ずれ量Δ
L)を検出術く構成している。Here, the guide sensor 12 has a plurality of, for example, 16 point sensors C1 to C16 arranged in a direction intersecting with the guide tape 2 as shown in FIG. At C16, the lateral displacement of the vehicle 3 relative to the guide tape 2 (lateral displacement Δ
L) is configured as a detection technique.
【0037】また上述のガイドテープ2を磁気テープ
(磁気記録媒体)に設定する一方、上述の各ポイントセ
ンサC1〜C16を磁気センサの一例としての磁気ホー
ル素子に設定して、床部1や路面の汚れの影響を受けに
くく、常に良好な磁気検出精度を確保すべく構成してい
る。さらに、この実施例にあっては2輪駆動タイプの車
両3においてガイドテープ2に対する左右方向のずれを
検出して、左右の各駆動輪8,9の回転数の差、換言す
れば左右の各駆動モータ6,7の回転速度の差により車
両3を操舵(方向修正、軌跡制御)すべく構成してい
る。While the guide tape 2 is set as a magnetic tape (magnetic recording medium), each of the above point sensors C1 to C16 is set as a magnetic Hall element as an example of a magnetic sensor, and the floor portion 1 and the road surface are set. It is constructed so as not to be easily affected by dirt and to ensure good magnetic detection accuracy. Furthermore, in this embodiment, in the two-wheel drive type vehicle 3, the shift in the left-right direction with respect to the guide tape 2 is detected, and the difference in the rotational speeds of the left and right drive wheels 8 and 9, in other words, the left and right sides. The vehicle 3 is configured to be steered (direction correction, trajectory control) by the difference in rotational speed of the drive motors 6 and 7.
【0038】図4は車両の制御装置の機能ブロックを示
し、CPU30は起動スイッチおよび停止スイッチを含
む操作部15からの信号と、各ポイントセンサC1〜C
16を含むガイドセンサ12からの信号と、番地板13
を検出する磁気センサ構成の番地センサ14からの信号
とに基づいて、ROM16に格納したプログラムに従っ
て、左側のモータ駆動部17、左側のモータ制動部1
8、右側のモータ駆動部19、右側のモータ制動部20
を駆動制御し、またRAM21は図3に示す駆動制御マ
ップM1、制動値マップM2などの必要なマップやデー
タを記憶する。FIG. 4 is a functional block diagram of the vehicle control device, in which the CPU 30 outputs signals from the operation section 15 including a start switch and a stop switch and the point sensors C1 to C.
Signal from the guide sensor 12 including 16 and address plate 13
According to the program stored in the ROM 16 based on the signal from the address sensor 14 having the magnetic sensor configuration for detecting the
8, right motor drive unit 19, right motor braking unit 20
The RAM 21 stores necessary maps and data such as the drive control map M1 and the braking value map M2 shown in FIG.
【0039】ここで、上述のモータ駆動部17,19は
PWM制御にて駆動モータ6,7に対する通電ON,O
FF率を可変して、対応する側の駆動モータ6,7を介
して左右の駆動輪8,9を各別に制御する。また上述の
モータ制動部18,20は例えば減速時において駆動モ
ータ6,7に発生する回生エネルギの消費量をPWM制
御にてコントロールし、このPWM制御による通電のO
N,OFFパーセントに対応して駆動モータ6,7に逆
トルクを付勢するように回生電流を流す。Here, the above-mentioned motor drive units 17 and 19 are energized to the drive motors 6 and 7 by PWM control and are turned on and off.
By varying the FF ratio, the left and right drive wheels 8 and 9 are separately controlled via the corresponding drive motors 6 and 7. Further, the above-described motor braking units 18 and 20 control the consumption amount of regenerative energy generated in the drive motors 6 and 7 during deceleration, for example, by PWM control, and the energization of O is controlled by this PWM control.
A regenerative current is supplied so as to apply a reverse torque to the drive motors 6 and 7 corresponding to the N and OFF percentages.
【0040】さらに、上述のRAM21に記憶させた駆
動制御マップM1(図3参照)は、横軸にガイドテープ
2に対する車両3の横ずれ量をとり、縦軸に左右の各駆
動モータ6,7の回転速度をとった制御則で、このマッ
プM1においてCL1は車両センタを示し、CL2はガ
イドテープ2のセンタいわゆるテープセンタを示す。図
3においては車両3が横ずれ量ΔLだけ右側へずれた状
態を例示しており、この横ずれ量ΔLを方向修正して、
各センタCL1,CL2を一致させるためには、右側の
駆動モータ7を回転速度aで回転し、左側の駆動モータ
6を回転速度b(但しb<a)で回転すればよいことを
表わしている。Further, in the drive control map M1 (see FIG. 3) stored in the RAM 21 described above, the horizontal axis represents the lateral shift amount of the vehicle 3 with respect to the guide tape 2, and the vertical axis represents the left and right drive motors 6, 7. In the map M1, CL1 indicates the vehicle center and CL2 indicates the center of the guide tape 2, the so-called tape center, based on the control rule based on the rotational speed. FIG. 3 illustrates a state in which the vehicle 3 is displaced to the right by the lateral deviation amount ΔL. The lateral deviation amount ΔL is corrected in the direction,
In order to make the centers CL1 and CL2 coincide with each other, it is necessary to rotate the drive motor 7 on the right side at the rotational speed a and rotate the drive motor 6 on the left side at the rotational speed b (where b <a). .
【0041】上述のRAM21に記憶させた制動値マッ
プM2は、横軸にガイドテープ2に対する車両3の横ず
れ量をとり、縦軸に左右の各駆動モータ6,7に対する
制動制御値(以下単に制動値と略記する)をとった制御
則で、左側の駆動モータ6の回転速度に対して右側の駆
動モータ7の回転速度が所定値の時、左側の駆動モータ
6に対する制動値が零(ポイントd参照)で、上記所定
値がそれ以上になると制動値が増加し、右側の駆動モー
タ7の回転速度が最大の時、左側の駆動モータ6に対す
る制動値が最大(ポイントe参照)となることを示し、
同様に、右側の駆動モータ7の回転速度に対して左側の
駆動モータ6の回転速度が所定値の時、右側の駆動モー
タ7に対する制動値が零(ポイントf参照)で、上記所
定値がそれ以上になると制動値が増加し、左側の駆動モ
ータ6の回転速度が最大の時、右側の駆動モータ7に対
する制動値が最大(ポイントg参照)となることを示し
ている。In the braking value map M2 stored in the RAM 21 described above, the horizontal axis represents the lateral deviation amount of the vehicle 3 with respect to the guide tape 2, and the vertical axis represents the braking control value for each of the left and right drive motors 6, 7 (hereinafter simply referred to as braking). Abbreviated as “value”), when the rotation speed of the right drive motor 7 is a predetermined value with respect to the rotation speed of the left drive motor 6, the braking value for the left drive motor 6 is zero (point d). When the rotation speed of the drive motor 7 on the right side is maximum, the brake value for the drive motor 6 on the left side becomes maximum (see point e). Shows,
Similarly, when the rotation speed of the left drive motor 6 is a predetermined value with respect to the rotation speed of the right drive motor 7, the braking value for the right drive motor 7 is zero (see point f), and the predetermined value is The above shows that the braking value increases, and when the rotational speed of the left drive motor 6 is maximum, the braking value for the right drive motor 7 is maximum (see point g).
【0042】しかも、上述のCPU30は番地センサ1
4が番地板13(図9参照)を検出することにより車両
3の減速状態を検出する減速検出手段(図10に示すフ
ローチャートの各ステップS2,S3参照)と、床部1
に設けられたガイドテープ2からの車両3の横ずれ量に
対応して、減速時の回生エネルギ(回生電流)を制御す
る回生エネルギ制御手段(図10に示すフローチャート
の第7ステップS7参照)とを兼ねる。Moreover, the above-mentioned CPU 30 is the address sensor 1
4 detects deceleration state of the vehicle 3 by detecting the address plate 13 (see FIG. 9) (see steps S2 and S3 in the flowchart shown in FIG. 10);
A regenerative energy control means (see seventh step S7 in the flowchart shown in FIG. 10) for controlling the regenerative energy (regenerative current) during deceleration corresponding to the lateral deviation amount of the vehicle 3 from the guide tape 2 provided on the. Also serve.
【0043】図5は図4で示した機能ブロックと等価な
制御ブロックを示し、左右の各駆動モータ速度演算部2
2,23および左右の各駆動モータ制動演算部24,2
5にはガイド位置信号(ガイドテープ位置信号)および
減速を含む走行速度指令値がそれぞれ入力され、これら
各演算部22〜25により演算された演算結果はそれぞ
れに対応するモータ駆動部17,19、モータ制動部1
8,20に出力され、これらの回路部17〜20により
左右の各駆動モータ6,7が各別に駆動もしくは制動制
御される。FIG. 5 shows a control block equivalent to the functional block shown in FIG. 4, in which the left and right drive motor speed calculators 2 are provided.
2, 23 and left and right drive motor braking calculation units 24, 2
A guide position signal (guide tape position signal) and a traveling speed command value including deceleration are input to the motor 5, and the calculation results calculated by these calculation units 22 to 25 correspond to the corresponding motor drive units 17 and 19, respectively. Motor braking unit 1
8 and 20, and the left and right drive motors 6 and 7 are individually driven or brake-controlled by these circuit units 17 to 20.
【0044】26は前述の操舵センタ4および基台5を
含む走行操舵機構部で、この走行操舵機構部26により
車両3が操舵され、ガイドテープ2に対する車両の横ず
れ量はガイドセンサ12にて検出され、このガイドセン
サ12の検出出力は上記各演算部22〜25に入力され
る。ここで、これらの各演算部22〜25はCPU30
内部に構成される。Reference numeral 26 denotes a traveling steering mechanism portion including the steering center 4 and the base 5 described above. The traveling steering mechanism portion 26 steers the vehicle 3, and the guide sensor 12 detects the lateral displacement amount of the vehicle with respect to the guide tape 2. The detection output of the guide sensor 12 is input to each of the arithmetic units 22 to 25. Here, each of these arithmetic units 22 to 25 is a CPU 30.
Composed inside.
【0045】上述の左右の各駆動モータ6,7としては
一方向モータもしくは正逆2方向モータを用いることが
できるので、これら一方向モータ、正逆2方向モータに
対する駆動、制動回路を図6、図7に基づいて詳述す
る。まず図6を参照して一方向モータ(駆動モータ6も
しくは7)に対する駆動、制動回路の構成について説明
すると、モータ電源27の正極ライン28にリレーRa
(詳しくはリレー接点であるが以下説明の便宜上、単に
リレーと略記する。図6、図7のその他のリレー接点に
ついても同様に略記する)を介して一方向モータの一端
を接続し、この一方向の他端を負極ライン29を介して
モータ電源27の負極に接続すると共に、上記一方向モ
ータと並列にリレーRbを接続している。A unidirectional motor or a forward / reverse bidirectional motor can be used as each of the left and right drive motors 6 and 7 described above, and a drive / braking circuit for the unidirectional motor and the forward / reverse bidirectional motor is shown in FIG. A detailed description will be given based on FIG. 7. First, referring to FIG. 6, the structure of the driving and braking circuit for the one-way motor (driving motor 6 or 7) will be described. The relay Ra is connected to the positive electrode line 28 of the motor power source 27.
(For details, a relay contact is simply referred to as a relay for convenience of description below. The other relay contacts in FIGS. 6 and 7 are also abbreviated similarly.) The other end of the direction is connected to the negative electrode of the motor power supply 27 via the negative electrode line 29, and the relay Rb is connected in parallel with the one-way motor.
【0046】而して、上述の一方向モータを駆動(回
転)する時にはリレーRaをPWM制御する一方、リレ
ーRbをOFFにして図6に実線で示す方向へ電流を流
す。また減速時には一方向モータが発電機として作用
し、回生エネルギ(回生電流)が発生するので、この回
生エネルギを利用して一方向モータを制動(ブレーキン
グ)する時にはリレーRaをOFFにし、リレーRbを
PWM制御して、図6に点線で示す方向へ回生電流を流
す。なおPWM制御は図8に通電の比率を25%、50
%、75%、100%でそれぞれ例示したが、この通電
比率は0〜100%の間で任意に設定することができ
る。以上の一方向モータの駆動、制動をまとめると次の
[表1]の如くなる。When the above-mentioned one-way motor is driven (rotated), the relay Ra is PWM-controlled, while the relay Rb is turned off so that the current flows in the direction shown by the solid line in FIG. Further, since the one-way motor acts as a generator during deceleration and regenerative energy (regenerative current) is generated, when the one-way motor is braked (braking) using this regenerative energy, the relay Ra is turned off and the relay Rb is Is PWM controlled to flow a regenerative current in the direction indicated by the dotted line in FIG. The PWM control is shown in FIG.
%, 75%, and 100%, respectively, this energization ratio can be arbitrarily set between 0 and 100%. The driving and braking of the above one-way motor can be summarized as shown in [Table 1] below.
【0047】[0047]
【表1】 [Table 1]
【0048】ここで、回生電流のPWM制御にあっては
ON時に制動(ブレーキング)として作用し、OFF時
には回生エネルギをバッテリ側に戻すことで、省エネル
ギ化を図ると共に、リレーRa,Rbは接点抵抗が零で
あるから、無駄なエネルギ消費がない効果がある。Here, in the PWM control of the regenerative current, when it is turned on, it acts as braking, and when it is turned off, regenerative energy is returned to the battery side to save energy, and the relays Ra and Rb are Since the contact resistance is zero, there is an effect that no energy is wasted.
【0049】次に図7を参照して正逆2方向モータ(駆
動モータ6もしくは7)に対する駆動、制動回路の構成
について説明すると、モータ電源27の正極ライン28
と負極ライン29との間にH形ブリッジ31を形成し、
このH形ブリッジ31の中央に正逆2方向モータを介設
すると共に、H形ブリッジ31を形成する各ライン3
2,33,34,35にはそれぞれリレーRa,Rc,
Rb,Rdを介設している。Next, the structure of the drive / braking circuit for the forward / reverse bidirectional motor (driving motor 6 or 7) will be described with reference to FIG.
An H-shaped bridge 31 is formed between the negative electrode line 29 and
The forward and reverse bidirectional motors are provided in the center of the H-shaped bridge 31, and each line 3 forming the H-shaped bridge 31.
2, 33, 34 and 35 respectively have relays Ra, Rc,
Rb and Rd are provided.
【0050】而して、上述の正逆2方向モータを正転
(車両の前進に相当)させる時には、リレーRaをPW
M制御し、リレーRb,RcをOFF、リレーRdをO
Nにして、図7に実線で示す方向へ電流を流す。また正
逆2方向モータを逆転(車両の後退に相当)させる時に
は、リレーRa,RdをOFF、リレーRbをPWM制
御、リレーRcをONにして、図7に仮想線で示す方向
へ電流を流す。When the forward / reverse bidirectional motor is normally rotated (corresponding to the forward movement of the vehicle), the relay Ra is set to PW.
M control, turn off relays Rb and Rc, turn on relay Rd
When set to N, a current flows in the direction shown by the solid line in FIG. When the forward / reverse bidirectional motor is rotated in the reverse direction (corresponding to the backward movement of the vehicle), the relays Ra and Rd are turned OFF, the relay Rb is PWM-controlled, and the relay Rc is turned ON, so that a current flows in the direction indicated by the phantom line in FIG. .
【0051】さらに減速時の回生電流を利用して正逆2
方向モータを制動する時には、リレーRa,RbをOF
F、リレーRc,RdをPWM制御して、図7に点線で
示す方向へ回生電流を流す(但し、正逆時の回生電流の
向きであって、モータ逆転時の回生電流の向きは図7の
点線矢印方向とは反対向きとなる)。なお、PWM制御
については前述と同様に0〜100%の間で通電比率を
任意に設定することができる。以上の正逆2方向モータ
の正転、逆転、制動をまとめると次の[表2]の如くな
る。Further, by utilizing the regenerative current at the time of deceleration, the forward / reverse 2
When braking the directional motor, set the relays Ra and Rb to OF
F and relays Rc and Rd are PWM-controlled to flow a regenerative current in the direction shown by the dotted line in FIG. 7 (however, the direction of the regenerative current in forward and reverse directions is the direction of the regenerative current in reverse motor rotation). The opposite direction of the dotted arrow). Regarding the PWM control, the energization ratio can be arbitrarily set between 0 and 100% as described above. The forward rotation, reverse rotation, and braking of the above-described forward / reverse bidirectional motor are summarized in the following [Table 2].
【0052】[0052]
【表2】 [Table 2]
【0053】上述の[表2]において正逆2方向モータ
に対する正転時と逆転時とでは通電方向が逆になるの
で、左右の駆動輪8,9の速度差により方向制御を行な
うように成した車両3の制御方法において、減速時の回
生エネルギを利用することに限定することなく、コーナ
リング時などの制動を必要とする時(制動時)、上述の
左右の各駆動輪8,9を駆動する駆動モータ6,7(正
逆2方向モータ)へのモータ通電電流の極性を反転して
左右何れかの必要とする側のモータ6もしくはし7に対
して一瞬逆トルクを付勢して方向制御すべく構成(請求
項1参照)してもよく、この方法により急ブレーキをか
けるようにしてもよい。In the above-mentioned [Table 2], since the energization direction is opposite between the forward rotation and the reverse rotation of the forward / reverse bidirectional motor, the direction control is performed by the speed difference between the left and right driving wheels 8 and 9. In the control method of the vehicle 3 described above, the above-mentioned left and right drive wheels 8 and 9 are driven when braking is required (during braking) such as during cornering without being limited to using regenerative energy during deceleration. Drive motors 6 and 7 (forward / reverse bidirectional motors) are reversed in polarity to momentarily apply reverse torque to motor 6 or 7 on the left or right side, whichever is necessary. It may be configured to control (refer to claim 1), and the sudden braking may be applied by this method.
【0054】このように構成した車両の制御装置による
車両の制御方法を図10に示すフローチャートを参照し
て、以下に詳述する。第1ステップS1で、CPU30
は起動スイッチを含む操作部15からの信号に基づいて
起動か否かを判定し、NO判定時には起動指令を待機す
る一方、YES判定時には次の第2ステップS2に移行
する。A vehicle control method by the vehicle control device thus configured will be described below in detail with reference to the flowchart shown in FIG. In the first step S1, the CPU 30
Determines whether or not it is activated based on a signal from the operation unit 15 including the activation switch, waits for an activation command when NO is determined, and proceeds to the next second step S2 when YES is determined.
【0055】この第2ステップS2で、CPU30は番
地センサ14が番地板13(図9参照)を検出したか否
かを判定する。上述の番地板13は走行コースの一例を
図9に示すように、減速用、中速指令用、低速指令用、
停止指令用などの各種の番地板13があり、この第2ス
テップS2では番地板13の有無を判定し、NO判定時
には第5ステップS5にスキップする一方、YES判定
時には次の第3ステップS3に移行する。In this second step S2, the CPU 30 determines whether the address sensor 14 has detected the address plate 13 (see FIG. 9). The above-mentioned address plate 13 is for deceleration, for medium speed command, for low speed command, as shown in FIG.
There are various address plates 13 for stop commands, etc. In the second step S2, the presence or absence of the address plate 13 is determined, and when NO is determined, the process skips to fifth step S5, and when YES is determined, the process proceeds to the next third step S3. Transition.
【0056】この第3ステップS3で、CPU30は番
地センサ14が番地板13から読込んだ番地データ(減
速指令、中速指令、低速指令、停止指令など)に基づい
て速度設定か否かを判定し、速度変更を要さないNO判
定時には第5ステップS5にスキップする一方、速度変
更(減速を含む)を必要とするYES判定時には次の第
4ステップS4に移行する。In this third step S3, the CPU 30 determines whether or not the speed is set based on the address data (deceleration command, medium speed command, low speed command, stop command, etc.) read from the address plate 13 by the address sensor 14. Then, when NO determination that speed change is not required is skipped to the fifth step S5, when YES determination that speed change (including deceleration) is required, the process proceeds to the next fourth step S4.
【0057】この第4ステップS4で、CPU30は番
地データの指令内容に基づいて走行速度(高速、中速、
低速および減速などの走行速度)を設定し、次の第5ス
テップS5で、CPU30はガイドセンサ12の各ポイ
ントセンサC1〜C16のON,OFFに対応してガイ
ドテープ2の位置を演算(例えば重心演算)する。次に
第6ステップS6で、CPU30は駆動制御マップM1
に基づいて横ずれ量に対応する左右の各モータ6,7の
回転速度を演算する。In the fourth step S4, the CPU 30 determines the traveling speed (high speed, medium speed,
The traveling speed such as low speed and deceleration is set, and in the next fifth step S5, the CPU 30 calculates the position of the guide tape 2 in response to ON / OFF of each point sensor C1 to C16 of the guide sensor 12 (for example, the center of gravity). Calculate). Next, in a sixth step S6, the CPU 30 causes the drive control map M1.
The rotation speeds of the left and right motors 6 and 7 corresponding to the lateral deviation amount are calculated based on
【0058】次に第7ステップS7で、CPU30は制
動値マップM2に基づいて横ずれ量に対応する左右の各
モータ6,7に対する制動値すなわち減速時に回生エネ
ルギを制御する値を演算する。次に第8ステップS8
で、CPU30は左右の各駆動モータ6,7を駆動し、
次の第9ステップS9で、CPU30は上記演算結果に
基づいて必要な側のモータ6もしくは7を制動する。な
お、上述のモータ駆動、モータ制動はRWM制御され
る。Next, in a seventh step S7, the CPU 30 calculates a braking value for each of the left and right motors 6, 7 corresponding to the lateral deviation amount, that is, a value for controlling regenerative energy during deceleration, based on the braking value map M2. Next, the eighth step S8
Then, the CPU 30 drives the left and right drive motors 6 and 7,
In the next ninth step S9, the CPU 30 brakes the required motor 6 or 7 based on the above calculation result. The above-mentioned motor drive and motor braking are RWM controlled.
【0059】次に第10ステップS10で、CPU30
は停止スイッを含む操作部15からの信号もしくは番地
板13に予め記憶された停止指令を読取る番地センサ1
4からの信号に基づいて、停止指令か否かを判定し、N
O判定時には第2ステップS2にリターンする一方、Y
ES判定時には次の第11ステップS11に移行し、こ
の第11ステップS11で、CPU30は左右の各駆動
モータ6,7を停止して、例えば図9に示す走行コース
の停止位置(同図の仮想線α参照)にて車両3を停止さ
せる。Next, in the tenth step S10, the CPU 30
Is an address sensor 1 for reading a signal from the operation unit 15 including a stop switch or a stop command previously stored in the address plate 13.
Based on the signal from 4, it is determined whether or not it is a stop command, and N
When the O determination is made, the process returns to the second step S2, while Y
When the ES determination is made, the process proceeds to the next eleventh step S11, and in this eleventh step S11, the CPU 30 stops the left and right drive motors 6 and 7, and, for example, the stop position of the traveling course shown in FIG. The vehicle 3 is stopped at the line α).
【0060】以上要するに本実施例の車両の制御方法に
よれば、左右の駆動輪8,9の速度差により方向制御
(軌跡制御)を行なう方法において、コーナリング時な
どの制動時にあっては上述の左右の駆動輪8,9を駆動
する駆動モータ6,7の必要な側に逆トルクを付勢して
方向制御を行なうので、車両3の走行軌跡がずれる傾向
にある時、逆トルクによるブレーキングにて確実に方向
修正を行なうことができ、仮りに慣性力の大きい車両3
であっても小半径のコーナ部を円滑に旋回走行すること
ができ、コーナリング特性の向上を図ることができ、ま
た車両3の走行スピードの高速化を図ることができる効
果がある。In summary, according to the vehicle control method of this embodiment, in the method of performing the direction control (trajectory control) by the speed difference between the left and right drive wheels 8 and 9, the above-mentioned method is applied at the time of braking such as cornering. Reverse torque is applied to the necessary side of the drive motors 6 and 7 that drive the left and right drive wheels 8 and 9 to perform direction control. Therefore, when the running trajectory of the vehicle 3 tends to shift, braking due to reverse torque is applied. A vehicle with a large inertial force can be surely corrected in
Even in such a case, the corner portion having a small radius can be smoothly turned, the cornering characteristics can be improved, and the traveling speed of the vehicle 3 can be increased.
【0061】また、減速時には駆動モータ6,7が慣性
でまわされて、該駆動モータが発電機として作用し、回
生エネルギが発生するが、この減速時の回生エネルギ
(回生電流)の消費量を調整して方向制御するので、減
速時において車両3の走行軌跡がずれる傾向にある時、
上述の回生エネルギを有効利用して、何等メカ的な制動
装置を必要とすることなく、車両3の方向修正を確実に
行なうことができる効果がある。Further, the drive motors 6 and 7 are rotated by inertia during deceleration, and the drive motors act as a generator to generate regenerative energy. The regenerative energy (regenerative current) consumption during deceleration is Since the direction is adjusted and the direction is controlled, when the traveling locus of the vehicle 3 tends to shift during deceleration,
There is an effect that the direction of the vehicle 3 can be surely corrected by effectively utilizing the regenerative energy described above and without requiring any mechanical braking device.
【0062】さらに、左右の各駆動モータ6,7の要求
速度の差が所定値以上になった時、一方の駆動モータ6
もしくは7を介して必要な側の駆動輪8もしくは9を回
生制動するので、車両3の横ずれ量ΔLが大きくなった
場合に、上述の回生エネルギを有効利用して車両3を軌
跡制御し、車両3の横ずれ量を修正することができる効
果がある。Further, when the difference between the required speeds of the left and right drive motors 6, 7 exceeds a predetermined value, one drive motor 6
Alternatively, since the drive wheel 8 or 9 on the necessary side is regeneratively braked via 7, when the lateral deviation amount ΔL of the vehicle 3 becomes large, the trajectory of the vehicle 3 is controlled by effectively utilizing the regenerative energy described above, There is an effect that the lateral deviation amount of 3 can be corrected.
【0063】加えて、制御則として上述の駆動制御マッ
プM1と制動値マップM2とを備えたので、マップ(デ
ータメモリに割り付けられるマップ)それ自体の設定が
容易で、車両の機種、重量に応じた対応性がよく、汎用
性の拡大を図ることができると共に、マップの部分修
正、変更も容易であるから、車両の走行コースを変更
(コーナ部分における曲率半径の変更も含む)するよう
な場合においても充分対応することができる効果があ
る。In addition, since the above-mentioned drive control map M1 and braking value map M2 are provided as control rules, it is easy to set the map (map assigned to the data memory) itself, and according to the vehicle model and weight. In addition, it is possible to improve versatility and versatility, and it is easy to modify and change parts of the map, so when changing the running course of the vehicle (including changing the radius of curvature at the corner part) There is an effect that can be sufficiently dealt with.
【0064】本実施例の車両の制御装置によれば、車両
3の方向制御は左右の駆動輪8,9の速度差により実行
され、上述の減速検出手段(ステップS2,S3参照)
は車両の減速状態検出し、上述の回生エネルギ制御手段
(ステップS7参照)は床部1に設けられたガイド手段
(ガイドテープ2参照)からの車両3の横ずれ量ΔLに
対応して、減速時の回生エネルギを制御する。この結
果、減速時において車両3の走行軌跡がずれようとする
際、上述の回生エネルギを有効利用して、車両3の方向
修正(軌跡修正)を確実に行なうことができる効果があ
る。According to the vehicle control apparatus of this embodiment, the direction control of the vehicle 3 is executed by the speed difference between the left and right driving wheels 8 and 9, and the deceleration detecting means described above (see steps S2 and S3).
Detects the deceleration state of the vehicle, and the regenerative energy control means (see step S7) described above responds to the lateral deviation amount ΔL of the vehicle 3 from the guide means (see guide tape 2) provided on the floor 1 during deceleration. Control the regenerative energy of. As a result, when the traveling locus of the vehicle 3 tends to shift during deceleration, the direction energy (trajectory correction) of the vehicle 3 can be surely corrected by effectively utilizing the regenerative energy described above.
【0065】また、上述のモータ駆動部17,18に対
してモータ制御部(図6のリレーRb、図7のリレーR
c,Rd参照)を並設したので、簡単な構成でありなが
ら、減速時にこのモータ制御部に流れる回生電流(回生
エネルギ)を有効利用して、車両3を確実に制動および
軌跡制御することができる効果がある。Further, in addition to the motor drive units 17 and 18, the motor control unit (relay Rb in FIG. 6, relay R in FIG. 7) is used.
(see c and Rd) are arranged in parallel, so that the vehicle 3 can be reliably braked and trajectory-controlled by effectively utilizing the regenerative current (regenerative energy) flowing through the motor control unit during deceleration, even though it has a simple structure. There is an effect that can be done.
【0066】さらに、ON、OFFにより通電パルスの
幅を変調するPWM制御により回生エネルギの消費量を
コントロールするので、無段階的な制動(ブレーキン
グ)が実施できると共に、回生エネルギの損失がなく、
エネルギ効率の向上(省エネルギ化)を図ることができ
る効果がある。Furthermore, since the amount of regenerative energy consumed is controlled by PWM control that modulates the width of the energizing pulse by turning it on and off, stepless braking can be performed and there is no loss of regenerative energy.
There is an effect that energy efficiency can be improved (energy saving).
【0067】加えて、車両3の横ずれ量ΔLに対応する
制動値マップM2を設けて、横ずれ量ΔLに応じた制動
制御を行なうので、上述と同様のマップ効果を有し、か
つ良好な制動特性を確保することができる効果がある。In addition, since the braking value map M2 corresponding to the lateral deviation amount ΔL of the vehicle 3 is provided and the braking control according to the lateral deviation amount ΔL is performed, the same map effect as described above and good braking characteristics are obtained. There is an effect that can be secured.
【0068】また、上述の駆動制御マップM1と制動値
マップM2とを切換えて制御するので、良好な軌跡制御
特性の確保と、良好な制動特性の確保との両立を図るこ
とができると共に、制御則としてのこれらの各マップの
設定、変更、修正も容易な効果がある。Further, since the drive control map M1 and the braking value map M2 are controlled by switching, it is possible to secure both a good trajectory control characteristic and a favorable braking characteristic, and to perform control at the same time. As a rule, it is easy to set, change, and modify each of these maps.
【0069】さらに、車両3の減速位置(減速すべき位
置)を車両3の移動経路(走行コース)に設けられた番
地手段(番地板13参照)(予め減速指令データが記憶
された手段)により検出するので、減速位置を正確に検
出して、車両3を適正に減速走行させることができる効
果がある。Further, the deceleration position (position to be decelerated) of the vehicle 3 is determined by the address means (refer to the address plate 13) provided on the moving route (travel course) of the vehicle 3 (means in which deceleration command data is stored in advance). Since the detection is performed, the deceleration position can be accurately detected, and the vehicle 3 can be appropriately decelerated.
【0070】図11は2輪駆動タイプの車両3の他の実
施例を示し、図2に示した車両3にあっては水平回動は
基台5にモータ6,7および駆動輪8,9を配設した
が、この図11に示す車両3にあっては上述の基台5を
省略したものである。このように構成しても先の実施例
とほぼ同様の作用、効果を奏するので、図11において
図2と同一の部分には同一符号を付して、その詳しい説
明を省略する。FIG. 11 shows another embodiment of the two-wheel drive type vehicle 3. In the vehicle 3 shown in FIG. 2, the motor 5 and 7 and the drive wheels 8 and 9 are mounted on the base 5 for horizontal rotation. However, in the vehicle 3 shown in FIG. 11, the base 5 described above is omitted. Even if configured in this manner, substantially the same operation and effect as those of the previous embodiment can be obtained. Therefore, in FIG. 11, the same parts as those in FIG. 2 are designated by the same reference numerals, and detailed description thereof will be omitted.
【0071】この発明の構成と上述の実施例との対応に
おいて、この発明の減速検出手段は、実施例のCPU3
0制御による各ステップS2,S3に対応し、以下同様
に、回生エネルギ制御手段は、CPU30制御による第
7ステップS7に対応し、ガイド手段は、磁気テープに
て構成したガイドテープ2に対応し、モータ制動部は、
図6のリレーRbと図7のリレーRc,Rdに対応し、
番地手段は、番地板13に対応するも、上述の実施例の
構成のみに限定されるものではない。In the correspondence between the configuration of the present invention and the above-described embodiment, the deceleration detecting means of the present invention is the CPU 3 of the embodiment.
Corresponding to each step S2, S3 by the 0 control, the regenerative energy control means corresponds to the seventh step S7 by the CPU 30 control, and the guide means corresponds to the guide tape 2 composed of the magnetic tape. The motor braking unit
Corresponding to the relay Rb of FIG. 6 and the relays Rc and Rd of FIG. 7,
The address means corresponds to the address plate 13, but is not limited to the configuration of the above-described embodiment.
【0072】例えば、ガイドテープ2とポイントセンサ
C1〜C16を含むガイドセンサ12との組合せは、白
線テープなどの光反射要素と光電センサとの組合せであ
ってもよく、或は誘導電流の通電により磁場を発生する
線体と、円筒形のボビンにコイルが巻回された探りコイ
ルとの組合せであってもよい。さらに、図6、図7にお
いて各リレーRa〜Rdは有接点構造のものを例示した
が、耐久性向上を目的としてFET等の半導体スイッチ
ング素子により無接点構造と成してもよいことは勿論で
ある。For example, the combination of the guide tape 2 and the guide sensor 12 including the point sensors C1 to C16 may be a combination of a light reflecting element such as a white line tape and a photoelectric sensor, or by applying an induction current. It may be a combination of a wire that generates a magnetic field and a search coil in which a coil is wound around a cylindrical bobbin. Further, in FIGS. 6 and 7, each of the relays Ra to Rd has a contact structure, but of course, a semiconductor switching element such as an FET may be used to form a contactless structure for the purpose of improving durability. is there.
【図1】 本発明の制御方法に用いる車両の概略側面
図。FIG. 1 is a schematic side view of a vehicle used in a control method of the present invention.
【図2】 ガイドテープと車両の関係を示す平面視図。FIG. 2 is a plan view showing the relationship between the guide tape and the vehicle.
【図3】 ガイドテープに対する横ずれ量とマップとの
関係を示す説明図。FIG. 3 is an explanatory diagram showing a relationship between a lateral shift amount with respect to a guide tape and a map.
【図4】 本発明の車両の制御装置の機能ブロック図。FIG. 4 is a functional block diagram of a vehicle control device of the present invention.
【図5】 本発明の車両の制御装置の制御ブロック図。FIG. 5 is a control block diagram of a vehicle control device of the present invention.
【図6】 一方向モータに対する駆動、制動回路図。FIG. 6 is a drive / braking circuit diagram for a one-way motor.
【図7】 正逆2方向モータに対する駆動、制動回路
図。FIG. 7 is a drive / braking circuit diagram for a forward / reverse bidirectional motor.
【図8】 RWM制御の一例を示す説明図。FIG. 8 is an explanatory diagram showing an example of RWM control.
【図9】 走行コースの一例を示す説明図。FIG. 9 is an explanatory diagram showing an example of a traveling course.
【図10】 本発明の車両の制御方法を示すフローチャ
ート。FIG. 10 is a flowchart showing a vehicle control method of the present invention.
【図11】 車両の他の実施例を示す平面視図。FIG. 11 is a plan view showing another embodiment of the vehicle.
1…床部 2…ガイドテープ 3…車両 6,7…駆動モータ 8,9…駆動輪 13…番地板 M1…駆動制御マップ M2…制動値マップ S2,S3…減速検出手段 S8…回生エネルギ制御手段 Rb…リレー(モータ制動部) Rc,Rd…リレー(モータ制動部) 1 ... Floor part 2 ... Guide tape 3 ... Vehicle 6, 7 ... Drive motor 8, 9 ... Drive wheel 13 ... Address plate M1 ... Drive control map M2 ... Braking value map S2, S3 ... Deceleration detection means S8 ... Regenerative energy control means Rb ... relay (motor braking part) Rc, Rd ... relay (motor braking part)
Claims (10)
なうように成した車両の制御方法であって、制動時に上
記左右の駆動輪を駆動する駆動モータに逆トルクを付勢
して方向制御する車両の制御方法。1. A method of controlling a vehicle in which direction control is performed based on a speed difference between left and right driving wheels, wherein a reverse torque is applied to a drive motor that drives the left and right driving wheels when braking. A vehicle control method for controlling.
ネルギの消費量を調整して方向制御する請求項1記載の
車両の制御方法。2. A vehicle control method according to claim 1, wherein the direction of the vehicle is controlled by adjusting the consumption amount of regenerative energy generated in the drive motor during deceleration.
以上になった時、左右の駆動輪のうちの一方の駆動輪を
回生制動する請求項2記載の車両の制御方法。3. A vehicle control method according to claim 2, wherein when one of the left and right drive wheels has a required speed difference equal to or more than a predetermined value, one of the left and right drive wheels is regeneratively braked.
る車両の横ずれ量に関係させた駆動制御マップと、車両
の横ずれ量に対応する制動値マップとを備え、上記制動
値マップに基づいて駆動輪を制動する請求項1記載の車
両の制御方法。4. A drive control map relating to a lateral deviation amount of a vehicle with respect to guide means provided along a movement path, and a braking value map corresponding to the lateral deviation amount of the vehicle, and driving based on the braking value map. The method for controlling a vehicle according to claim 1, wherein the wheels are braked.
なうように成した車両の制御装置であって、車両の減速
状態を検出する減速検出手段と、移動経路に沿って設け
たガイド手段からの車両の横ずれ量に対応して、減速時
の回生エネルギを制御する回生エネルギ制御手段とを備
えた車両の制御装置。5. A vehicle control device configured to perform direction control based on a speed difference between left and right driving wheels, the deceleration detecting means detecting a deceleration state of the vehicle, and a guide means provided along a moving path. And a regenerative energy control means for controlling regenerative energy during deceleration in accordance with the amount of lateral deviation of the vehicle from the vehicle control device.
ータを設け、上記左右の駆動モータを駆動制御するモー
タ駆動部に対してモータ制動部が並設された請求項5記
載の車両の制御装置。6. The vehicle according to claim 5, wherein left and right drive motors for driving the left and right drive wheels are provided, and a motor braking section is provided in parallel with a motor drive section for driving and controlling the left and right drive motors. Control device.
を制御する請求項5記載の車両の制御装置。7. The vehicle control device according to claim 5, wherein the regenerative energy consumption amount is controlled by PWM control.
る車両の横ずれ量に関係させた制動値マップを設け、上
記制動値マップにより制御する請求項5記載の車両の制
御装置。8. The vehicle control device according to claim 5, wherein a braking value map relating to a lateral displacement amount of the vehicle with respect to guide means provided along the movement path is provided, and the braking value map is used for control.
を設け、該駆動制御マップと上記制動値マップとを切換
え制御する請求項8記載の車両の制御装置。9. The vehicle control device according to claim 8, wherein a drive control map corresponding to the lateral deviation amount of the vehicle is provided, and switching control is performed between the drive control map and the braking value map.
られた番地手段により検出する請求項5記載の車両の制
御装置。10. The vehicle control device according to claim 5, wherein a deceleration position of the vehicle is detected by an address means provided on a movement path of the vehicle.
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP8134485A JPH09271105A (en) | 1996-03-29 | 1996-03-29 | Control method for vehicle and its device |
KR1019970010761A KR980010679A (en) | 1996-03-29 | 1997-03-27 | Vehicle control method and device |
US08/829,689 US5961559A (en) | 1996-03-29 | 1997-03-31 | Automatic guided vehicle and automatic guided vehicle control method |
DE19713459A DE19713459A1 (en) | 1996-03-29 | 1997-04-01 | Control method for automatically steered vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP8134485A JPH09271105A (en) | 1996-03-29 | 1996-03-29 | Control method for vehicle and its device |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH09271105A true JPH09271105A (en) | 1997-10-14 |
Family
ID=15129438
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP8134485A Pending JPH09271105A (en) | 1996-03-29 | 1996-03-29 | Control method for vehicle and its device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH09271105A (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6841963B2 (en) | 2001-08-07 | 2005-01-11 | Samsung Gwangju Electronics Co., Ltd. | Robot cleaner, system thereof and method for controlling same |
JP2014082817A (en) * | 2012-10-14 | 2014-05-08 | Nobuhiro Kinoshita | Wheel rotation control-type steering |
CN103979026A (en) * | 2014-05-04 | 2014-08-13 | 中山明杰自动化科技有限公司 | Differential self-navigation motor tractor |
CN105043906A (en) * | 2015-08-21 | 2015-11-11 | 机科发展科技股份有限公司 | Pavement loading test machine |
JP2015207225A (en) * | 2014-04-22 | 2015-11-19 | 三菱自動車工業株式会社 | Unmanned carrier |
CN105235775A (en) * | 2015-11-27 | 2016-01-13 | 黄石市华天自动化设备有限公司 | Automatic driving-wheel correcting device for AGV rail-free cart |
WO2020032359A1 (en) * | 2018-08-09 | 2020-02-13 | 현대무벡스 주식회사 | Driving apparatus of automatic guided vehicle |
-
1996
- 1996-03-29 JP JP8134485A patent/JPH09271105A/en active Pending
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6841963B2 (en) | 2001-08-07 | 2005-01-11 | Samsung Gwangju Electronics Co., Ltd. | Robot cleaner, system thereof and method for controlling same |
JP2014082817A (en) * | 2012-10-14 | 2014-05-08 | Nobuhiro Kinoshita | Wheel rotation control-type steering |
JP2015207225A (en) * | 2014-04-22 | 2015-11-19 | 三菱自動車工業株式会社 | Unmanned carrier |
CN103979026A (en) * | 2014-05-04 | 2014-08-13 | 中山明杰自动化科技有限公司 | Differential self-navigation motor tractor |
CN105043906A (en) * | 2015-08-21 | 2015-11-11 | 机科发展科技股份有限公司 | Pavement loading test machine |
CN105235775A (en) * | 2015-11-27 | 2016-01-13 | 黄石市华天自动化设备有限公司 | Automatic driving-wheel correcting device for AGV rail-free cart |
WO2020032359A1 (en) * | 2018-08-09 | 2020-02-13 | 현대무벡스 주식회사 | Driving apparatus of automatic guided vehicle |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
KR980010679A (en) | Vehicle control method and device | |
JPH09271105A (en) | Control method for vehicle and its device | |
JP3733642B2 (en) | Vehicle control device | |
JP2000153988A (en) | Trackless road surface traveling body and container terminal | |
JPH0869323A (en) | Drive controller for unmanned car | |
CN112622898A (en) | Vehicle control method and device based on lane center and vehicle | |
JP2000128006A (en) | Vehicle contact avoidance device | |
JP3629691B2 (en) | Mobile vehicle and control method thereof | |
JP6544282B2 (en) | Control device of traveling motor for vehicle | |
JPS60248475A (en) | Traversable unmanned car | |
JPH0233607A (en) | Driving method for three-wheeled unmanned vehicle | |
JP2002373023A (en) | Automatically guided cargo vehicle | |
JPH0344323B2 (en) | ||
JP3804235B2 (en) | Automated guided vehicle | |
JP2580081Y2 (en) | Unmanned vehicle steering control device | |
JP3941176B2 (en) | Driving control method and driving control device for unmanned vehicles | |
JP2005323434A (en) | Electric vehicle | |
JP3651183B2 (en) | Regenerative control device for DC motor for industrial vehicles | |
JPH09267685A (en) | Right and left turning signal device for vehicle | |
JPS6413516U (en) | ||
JPH05115105A (en) | Brake system for motor loading/unloading vehicle | |
JPH11215617A (en) | Running controller for battery car | |
JPH0313768Y2 (en) | ||
JPH10207548A (en) | Control device for automated guided vehicle | |
JPH0934546A (en) | Movable mark plate sensor for automated guided vehicle |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20041001 |
|
A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20041012 |
|
A02 | Decision of refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A02 Effective date: 20050222 |