Linear track control device and linear track system

Abstract

A linear trajectory control device (10A) is provided with: a drive control unit (C1) that controls a current for generating a driving force between a rear carrier (21P) and a stator (51) that move along a conveyance path in which the stator is disposed, and that controls a current for generating a driving force between a front carrier (21Q) disposed in the traveling direction of the rear carrier and the stator; and a command generation unit (11A) that generates a time sequence command that specifies at least one of the position, speed, and acceleration of the rear carrier in time sequence and outputs the command to the drive control unit, the command generation unit having: a correction coefficient determination unit (19A) that determines a correction coefficient of the rear carrier on the basis of a gap, which is a relative value between the positions of the rear carrier and the preceding carrier on the transport path; determining a correction coefficient for correcting any one of the position, speed, and acceleration of the rear carrier; and a timing command generation unit (18) that generates a timing command on the basis of the correction coefficient and the target value of the position or speed of the rear carrier.

Description

Technical Field

[0001] The invention relates to a linear track control device for controlling a linear track and a linear track system. Background Art

[0002] A linear track system moves multiple movers equipped with permanent magnets (hereinafter referred to as carriers) along a conveyor path equipped with a long stator equipped with electromagnetic coils, thereby implementing a logistics system for objects carried on the carriers. In this linear track system, a higher-level control system can independently command position, velocity, acceleration, and other parameters for each of the multiple carriers. Each carrier is independently controlled by the higher-level control system, but the settings of the commands assigned can cause unintended interference (e.g., contact or collision) between carriers.

[0003] The linear rail system described in Patent Document 1 determines a speed limit for preventing interference between carriers along a transport path based on the gap, which is the relative distance between a preceding carrier and a following carrier, and the moving speed of the preceding carrier.

[0004] Patent Document 1: Japanese Patent Application Laid-Open No. 2009-187239 Summary of the Invention

[0005] However, the technique of Patent Document 1 has a problem in that, after deceleration to avoid interference between carriers, the acceleration process for returning to the pre-deceleration behavior becomes complicated.

[0006] The present invention has been made in view of the above-mentioned circumstances, and an object thereof is to provide a linear track control device that can avoid interference between carriers and easily return to the motion before deceleration.

[0007] To solve the above-mentioned problems and achieve the purpose, the linear track control device of the present invention includes a drive control unit that controls the current flowing between a first carrier moving along a conveying path on which a stator is disposed and the stator for generating a driving force, and controls the current flowing between a second carrier disposed in the direction of travel of the first carrier and the stator for generating a driving force. Furthermore, the linear track control device of the present invention includes a command generation unit that generates a timing command that specifies at least one of the position, velocity, and acceleration of the first carrier in a time series and outputs the command to the drive control unit. The command generation unit includes a target setting unit that sets a target value representing the position or velocity of the first carrier; a correction coefficient determination unit that determines a correction coefficient for correcting any of the position, velocity, and acceleration of the first carrier based on a relative value, i.e., a gap, between position information representing the position of the first carrier on the conveying path and position information representing the position of the second carrier on the conveying path; and a timing command generation unit that generates the timing command based on the target value and the correction coefficient.

[0008] Effects of the Invention

[0009] The linear track control device according to the present invention has the effect of being able to easily return to the operation before deceleration while avoiding interference between carriers. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 This is a diagram showing the configuration of a linear track system including the linear track control device according to the first embodiment.

[0011] Figure 2 It is a diagram showing the internal structure of the linear rail control device and the conveying unit according to the first embodiment.

[0012] Figure 3 This is a flowchart showing the processing procedure of the process executed by the command generation unit of the linear track control device according to the first embodiment.

[0013] Figure 4 This is a diagram for explaining the correction coefficient determined by the linear trajectory control device according to the first embodiment.

[0014] Figure 5 FIG. 1 is a diagram showing an example of a sequence instruction of a comparative example.

[0015] Figure 6 This is a diagram showing an example of a sequence command generated by the linear track control device according to the first embodiment.

[0016] Figure 7 This is a diagram showing an example of a corrected timing command when the linear track control device according to the first embodiment returns to the original operation after deceleration of the rear carrier.

[0017] Figure 8 This is a diagram showing the configuration of a linear track system including a linear track control device according to a second embodiment.

[0018] Figure 9 This is a diagram showing the internal structure of the linear rail control device and the conveying unit according to the second embodiment.

[0019] Figure 10 This is a diagram for explaining the correction coefficient determined by the linear track control device according to the second embodiment.

[0020] Figure 11 This is a diagram showing an example of a sequence command generated by the linear track control device according to the second embodiment.

[0021] Figure 12This is a diagram showing the configuration of a linear track system including a linear track control device according to a third embodiment.

[0022] Figure 13 This is a diagram showing the internal structure of the linear rail control device and the conveying unit according to the third embodiment.

[0023] Figure 14 This is a diagram for explaining the correction coefficient determined by the linear trajectory control device according to the third embodiment.

[0024] Figure 15 This is a diagram showing an example of a sequence command generated by the linear track control device according to the third embodiment.

[0025] Figure 16 This is a diagram showing the configuration of a linear track system including a linear track control device according to a fourth embodiment.

[0026] Figure 17 It is a diagram showing the internal structure of the linear rail control device and the conveying unit involved in the fourth embodiment.

[0027] Figure 18 This is a diagram for explaining a correction period corresponding to learning data acquired by the linear trajectory control device according to the fourth embodiment.

[0028] Figure 19 This is a flowchart showing the processing procedure of the learning process executed by the linear track control device according to the fourth embodiment.

[0029] Figure 20 This is a flowchart showing the processing procedure of the estimation process executed by the linear track control device according to the fourth embodiment.

[0030] Figure 21 This is a diagram showing a hardware configuration example for realizing the linear track control device according to the first embodiment. DETAILED DESCRIPTION

[0031] Hereinafter, a linear track control device and a linear track system according to embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0032] Implementation method 1.

[0033] Figure 1 This is a diagram showing the configuration of a linear track system including the linear track control device according to the first embodiment. Figure 1 The linear track system 1A shown has, for example, a linear track control device 10A, a conveying unit 50 , a conveying path 55 , and a plurality of carriers (movers) 21 .

[0034] The linear track control device 10A controls the current used to generate driving force for each carrier 21 according to the user's settings. The conveying unit 50 generates driving force for the carrier 21 through the current from the linear track control device 10A. The conveying path 55 is formed by combining multiple conveying units 50. Each carrier 21 moves along the conveying path 55 along the conveying unit 50. In addition, Figure 1 , the conveyance path 55 is shown to be in a circular shape formed by combining straight lines and curved lines. However, the shape of the conveyance path 55 is not limited to a circular shape.

[0035] The linear track control device 10A includes a command generation unit 11A and drive control units C1 to Cm (m is a natural number). The command generation unit 11A generates a timing command (corrected timing command) 30 that is a correction of a timing command that specifies at least one of the position, velocity, and acceleration of each carrier 21 in a time series. The drive control units C1 to Cm control the current used to generate a driving force for each carrier 21 based on the timing command 30 and position information indicating the position of each carrier 21 on the conveying path 55. In the following description, when it is not necessary to distinguish between the drive control units C1 to Cm, the drive control units C1 to Cm may sometimes be referred to as the drive control unit C.

[0036] The drive control units C1 to Cm control the current supplied to the transport unit 50 , thereby controlling the transport unit 50 . For example, one drive control unit C controls the current supplied to one transport unit 50 .

[0037] Each conveyor unit 50 is capable of driving multiple carriers 21. In the following description, the preceding carrier among the carriers 21 on the conveyance path 55 may be referred to as the preceding carrier 21Q, and the carrier located behind the preceding carrier 21Q on the conveyance path 55 may be referred to as the trailing carrier 21P. When viewed relative to the trailing carrier 21P, the preceding carrier 21Q is the carrier 21 located ahead of the trailing carrier 21P on the conveyance path 55 in the direction of travel of the trailing carrier 21P. When viewed relative to the preceding carrier 21Q, the trailing carrier 21P is the carrier 21 located behind the preceding carrier 21Q on the conveyance path 55 in the direction of travel of the preceding carrier 21Q. The trailing carrier 21P is the first carrier, and the preceding carrier 21Q is the second carrier. There are no other carriers 21 between the preceding carrier 21Q and the trailing carrier 21P.

[0038] An example of the hardware configuration of the command generating unit 11A is a programmable logic controller (PLC), and an example of the hardware configuration of the drive control unit C1 is a linear motor driver.

[0039] Next, refer to Figure 2 An example of the structure and operation of the linear track control device 10A will be described. Figure 2 1 is a diagram showing the internal structure of the linear track control device and the conveying unit involved in the first embodiment. Figure 2 In the embodiment, the driving control unit C1 drives and controls the rear carrier 21P. Figure 2 The illustration of the drive control units C2 to Cm is omitted. As described above, the linear rail system 1A also drives and controls the carrier 21 different from the rear carrier 21P, and has a plurality of drive control units C and conveying units 50 not shown. When the drive control unit C1 drives and controls the rear carrier 21P, the leading carrier 21Q can be driven and controlled by any of the drive control units C1 to Cm. Figure 2 In FIG, the transport unit 50 including the stator 51 generating the driving force is omitted from the illustration between the transport unit 50 and the preceding carrier 21Q.

[0040] The linear track control device 10A includes a command generation unit 11A, a drive control unit C, and a subtractor 16 . The command generation unit 11A includes a target setting unit 17 , a correction coefficient determination unit 19A, and a timing command generation unit 18 .

[0041] The target setting unit 17 determines a target position 34 that is a target value relative to the pre-correction position of one of the plurality of carriers 21 , namely, the trailing carrier 21P. The target setting unit 17 sends the target position 34 to the sequence command generating unit 18 .

[0042] Correction coefficient determination unit 19A determines a correction coefficient k for correcting any of the position, velocity, and acceleration of rear carrier 21P based on the relative position (relative value) of rear carrier 21P and preceding carrier 21Q, a carrier different from rear carrier 21P, on conveyance path 55, i.e., gap g. Correction coefficient determination unit 19A transmits correction coefficient k to timing command generation unit 18.

[0043] The timing command generation unit 18 determines a timing command 30 that specifies at least one of the position, velocity, and acceleration of the rear carrier 21P in a time series based on the target position 34 and the correction coefficient k. For example, the timing command generation unit 18 calculates a time-series velocity command for the rear carrier 21P based on the target position 34 and corrects the velocity command using the correction coefficient k to thereby generate the timing command 30. In this case, the correction coefficient k is a coefficient used to correct the velocity command. Furthermore, the timing command 30 is, for example, a command that specifies the velocity of the rear carrier 21P in a time series. Furthermore, when the timing command generation unit 18 corrects the velocity command using the correction coefficient k, it may also generate a timing command 30 that specifies the position or acceleration of the rear carrier 21P in a time series.

[0044] Alternatively, the timing command generator 18 may calculate a time-series position command for the rear carrier 21P based on the target position 34, and correct the position command using a correction coefficient k to generate the timing command 30. In this case, the correction coefficient k is a coefficient used to correct the position command. Furthermore, the timing command 30 may, for example, be a position command that specifies the position of the rear carrier 21P in a time-series manner. Furthermore, when the timing command generator 18 corrects the position command using the correction coefficient k, it may also generate a timing command 30 that specifies the speed or acceleration of the rear carrier 21P in a time-series manner. The timing command generator 18 inputs the timing command 30 into the drive control unit C1.

[0045] Here, the relationship between the trailing carrier 21P and the preceding carrier 21Q is described. The trailing carrier 21P is one of the carriers 21 whose position, velocity, and acceleration are to be corrected to avoid interference between carriers 21. The preceding carrier 21Q is one of the carriers 21 located ahead of the trailing carrier 21P in the direction of travel. In the first embodiment, the correction of the position, velocity, and acceleration of one of these two carriers 21, namely the trailing carrier 21P, is described. Furthermore, in a linear rail system 1A configured with three or more carriers 21, it is naturally assumed that other carriers 21 are also configured ahead of the preceding carrier 21Q in its direction of travel. In this case, the preceding carrier 21Q becomes the trailing carrier 21P when viewed from the other carriers 21.

[0046] Furthermore, when there are two carriers 21 and the conveyance path 55 is looped, the trailing carrier 21P is positioned ahead of the preceding carrier 21Q in the direction of travel. In this case, one of the two carriers 21 serves as both the preceding carrier 21Q and the trailing carrier 21P relative to the other. Furthermore, the other of the two carriers 21 serves as both the preceding carrier 21Q and the trailing carrier 21P relative to the first carrier.

[0047] Furthermore, in a configuration where the transport path 55 branches, multiple carriers 21 may be treated as a preceding carrier 21Q relative to a single following carrier 21P. In this case, the linear track system 1A can further reduce the possibility of interference between carriers 21 in the entire linear track system 1A by applying the control described in Embodiment 1 to multiple carriers 21 in parallel or in parallel. In other words, the linear track system 1A controls the following carrier 21P separately from the preceding carrier 21Q, thereby further reducing the possibility of interference between carriers 21.

[0048] The relative position of the trailing carrier 21P with respect to the preceding carrier 21Q, or gap g, is the difference between the positions of the trailing carrier 21P and the preceding carrier 21Q (the difference in travel distance on the transport path 55). If gap g continues to decrease, the carriers 21 will soon interfere with each other (contact or collide). Each carrier 21 has a physical size, and the center of its coordinates is measured, for example, near the center of the carrier 21 and is set to zero (units such as millimeters). Therefore, in the description of Embodiment 1, it should be noted that interference between the carriers 21 may occur before the gap g reaches zero.

[0049] Furthermore, unlike the description of the first embodiment, it is possible to configure such that, for example, the positions of the carriers 21 are set to the physical ends of the carriers (or outside the ends), the carriers 21 do not interfere with each other until the value of the gap g becomes 0 or less. In such a case, the correction coefficient determination unit 19A also considers the deviation of the gap g when determining the correction coefficient k.

[0050] The drive control unit C1 includes a motion control unit 12 and a current control unit 13. The transport unit 50 includes a stator 51 and a position detector 52. The stator 51 receives a current controlled by the drive control unit C1 and generates a driving force for the rear carrier 21P.

[0051] The position detector 52 detects the position of the carrier 21, such as the rear carrier 21P. Specifically, the position detector 52 detects the relative position between the carrier 21 and the stator 51. Furthermore, similarly to the rear position information 40P, the preceding position information 40Q is also detected by any position detector 52. The position detector 52 transmits the rear position information 40P, indicating the position of the rear carrier 21P on the transport path 55, to the motion control unit 12 and the subtractor 16.

[0052] The motion control unit 12 generates a driving force command 31 that specifies, in a time series, the driving force to be generated by the rear carrier 21P in order to cause the rear position information 40P to follow any of the position, velocity, and acceleration indicated by the timing command 30. Specifically, the motion control unit 12 generates the time-series driving force command 31 so that any of the position, velocity, and acceleration corresponding to the timing command 30 matches any of the position, velocity, and acceleration of the rear carrier 21P corresponding to the rear position information 40P. The motion control unit 12 transmits the driving force command 31 to the current control unit 13.

[0053] The current control unit 13 controls the current used to generate a driving force for the rear carrier 21P based on the driving force command 31. The motion control unit 12 and the current control unit 13 use techniques such as feedback control to control the drive of the carrier 21 so that physical quantities such as the position of the carrier 21 follow target values. Specifically, the drive control unit C1 controls the current supplied to the stator 51 to generate a driving force between the rear carrier 21P and the stator 51, thereby moving the rear carrier 21P in the direction of travel, through the motion control unit 12 and the current control unit 13.

[0054] Furthermore, the motion control unit 12 and the current control unit 13 may use a control method different from feedback control, such as feedforward control, or may combine feedforward control and feedback control.

[0055] The subtractor 16 calculates the gap g based on the preceding position information 40Q and the trailing position information 40P indicating the position of the preceding carrier 21Q on the conveyance path 55. Specifically, the subtractor 16 subtracts the coordinates on the conveyance path 55 indicated by the trailing position information 40P from the coordinates on the conveyance path 55 indicated by the preceding position information 40Q, thereby calculating the gap g along the conveyance path 55. The subtractor 16 transmits the gap g, which is the subtraction result, to the correction coefficient determination unit 19A.

[0056] The rear carrier 21P receives driving force from the conveying unit 50 and performs production activities (such as conveying articles, grasping workpieces, assembling parts, packaging products, and processing materials) using the linear rail system 1A.

[0057] An example of the hardware structure of the stator 51 is an electromagnet, an example of the hardware structure of the carrier 21 is a permanent magnet, and an example of the hardware structure of the position detector 52 is a linear encoder.

[0058] Alternatively, instead of outputting the target position 34, the target setting unit 17 may output a target speed, which is a target value relative to the pre-corrected speed of the rear carrier 21P, to the timing command generation unit 18. In this case, the timing command generation unit 18 generates a timing command by correcting the time-series speed command corresponding to the target speed using the correction factor k, and transmits the command to the motion control unit 12. The motion control unit 12 calculates the speed of the rear carrier 21P by differentiating the rear position information 40P, and performs feedback control based on the speed of the rear carrier 21P. Specifically, the motion control unit 12 generates a driving force command 31 that specifies the driving force to be generated for the rear carrier 21P in a time-series manner, so that the speed of the rear carrier 21P follows the speed command indicated by the timing command 30.

[0059] The correction coefficient k may be a correction coefficient for correcting any of the position command, the speed command, and the acceleration command. In the following description, the case where the correction coefficient k is a correction coefficient for correcting the speed command will be mainly described.

[0060] Next, refer to Figure 3 The operations of the target setting unit 17 , the correction coefficient determination unit 19A, and the timing command generation unit 18 will be described in detail. Figure 3 1 is a flowchart showing the processing sequence of the processing executed by the command generation unit of the linear track control device involved in the first embodiment. Figure 3 In the following, the operation flow of the target setting unit 17, the correction coefficient determination unit 19A, and the timing command generation unit 18 will be described.

[0061] First, the target setting unit 17 determines the target position 34 for the rear carrier 21P, which is the target of control (step S11). In the first embodiment, the target setting unit 17 determines a value representing the final position of the rear carrier 21P as the target position 34. As described above, the control method of moving the control target from an initial position to the final position by specifying the final position is called positioning control or PTP (Point-to-Point) control. The target setting unit 17 sends the set target position 34 to the timing command generation unit 18.

[0062] The subtractor 16 calculates the gap g, the difference between the positions of the trailing carrier 21P and the preceding carrier 21Q, and sends it to the correction coefficient determination unit 19A. The correction coefficient determination unit 19A then obtains the gap g (step S12). Furthermore, the linear track system 1A may need to identify the preceding carrier 21Q for the trailing carrier 21P from among the plurality of carriers 21 before processing step S12.

[0063] The leading carrier 21Q is the carrier located in the direction of travel of the trailing carrier 21P. The linear track system 1A can determine the direction of travel of the trailing carrier 21P based on the sign of the velocity of the trailing carrier 21P. The sign of the velocity is obtained by a timing command or the time derivative of the timing command. The linear track system 1A selects the carrier 21 located near the rearmost carrier 21P from all carriers located ahead of the trailing carrier 21P in the direction of travel as the leading carrier 21Q. In other words, the linear track system 1A selects the carrier 21 closest to the trailing carrier 21P from among the carriers 21 located ahead of the trailing carrier 21P in the direction of travel on the conveying path 55 as the leading carrier 21Q.

[0064] Furthermore, during the operation of the linear track system 1A, the preceding carrier 21Q may be removed for some reason. For example, when the carrier 21 is removed from the conveying path 55 by another external device, the preceding carrier 21Q may be separated from the path of the trailing carrier 21P at a branch of the conveying path 55. In these cases, the linear track system 1A determines a new preceding carrier 21Q each time. Furthermore, if there is no preceding carrier 21Q corresponding to the trailing carrier 21P, the linear track system 1A cannot calculate the gap g in step S12, so a larger value can be virtually substituted for the gap g. Specifically, the linear track system 1A can set the gap g to a value larger than the set value (set value R described later) used to calculate the correction coefficient k.

[0065] In the description of the first embodiment, the actual position of each carrier 21 detected by the position detector 52 is used as the position information of each carrier 21 used to calculate the gap g. In synchronous motors, feedback control is used to roughly match the commanded position and the actual position. Therefore, the linear track system 1A can use the commanded position instead of the position detected by the position detector 52. In other words, the linear track control device 10A can generate the rear position information 40P and the preceding position information 40Q based on the timing command 30.

[0066] The correction coefficient determination unit 19A determines the correction coefficient k based on the gap g (step S13 ). Here, the correction coefficient k will be described. Figure 4 This is a diagram for explaining the correction coefficient determined by the linear trajectory control device according to the first embodiment.

[0067] Figure 4 The horizontal axis of the graph shown is the gap g, and the vertical axis is the correction coefficient k. Figure 4The correction function F1 included in the correction coefficient determination unit 19A is shown in . The correction coefficient determination unit 19A of the first embodiment determines the correction coefficient k using the correction function F1 represented by the following equation (1) based on the gap g at each time point.

[0068] [Formula 1]

[0069]

[0070] The correction function in the second row of the correction function F1 represented by equation (1) is set within a range where the gap g is larger than the set value Z and smaller than the set value R. Here, the set value Z and the set value R are positive constants set by the designer of the linear guide system 1A. The correction coefficient determination unit 19A determines a correction coefficient k proportional to the difference between the gap g and the set value Z. Alternatively, the correction coefficient determination unit 19A may set a correction coefficient k proportional to a value obtained by performing a specific calculation on the difference between the gap g and the set value Z.

[0071] In the first embodiment, the correction coefficient k proportional to the difference between the gap g and the set value Z and the correction coefficient k proportional to the value obtained by performing a specific calculation on the difference between the gap g and the set value Z are referred to as the correction coefficient k proportional to the gap g.

[0072] The set value Z is a value for ensuring a minimum gap g to avoid interference between carriers 21. Furthermore, the set value R is a gap g size that is determined to be sufficient to avoid interference between carriers 21 even without adjusting the timing commands. Specifically, if the gap g falls below the set value R, the trailing carrier 21P decelerates and stops at the set value Z.

[0073] First, the method for designing the set value Z will be described. The set value Z is determined based on the center coordinates of the carrier 21, taking into account the ends of the carrier 21, components attached to the carrier 21, the workpiece held by the carrier 21, and the like. Furthermore, the set value Z can be determined by taking into account the magnitude of overshoot and vibration generated in the machine by the control of the drive control unit C1, as well as the prevention of foreign matter entrapment.

[0074] Next, the design method for the set value R will be described. The set value R is the size of the gap g at which the trailing carrier 21P begins to decelerate relative to the preceding carrier 21Q to prevent interference between carriers 21. To avoid interference between carriers 21, a sufficient set value R is set, taking into account the maximum acceleration and thrust of the trailing carrier 21P. However, if the set value R is too large, the system will operate to maintain an excessively large gap g to avoid interference, which should be considered as a reduction in the efficiency of the linear guide system 1A.

[0075] In addition, the set value Z and the set value R can be set to different values for each carrier 21 according to the moving direction of the rear carrier 21P, taking into account the selection method of the origin of the position of each carrier 21, the physical size of the carrier 21 from the origin, etc.

[0076] The correction coefficient determination unit 19A of the first embodiment determines the correction coefficient k such that the correction coefficient k takes a value between 0 and 1, as shown in equation (1). However, the first embodiment is not limited to the determination of the correction coefficient k described above. For example, when the gap g is less than or equal to the set value Z, the correction coefficient determination unit 19A may extend the straight line portion (k = (g - Z) / (R - Z)) to determine the correction coefficient k such that the correction coefficient k becomes negative.

[0077] By determining the correction coefficient k so that it becomes negative, the correction coefficient determination unit 19A can automatically generate a timing command for separating from the preceding carrier 21Q after the trailing carrier 21P decelerates and stops to avoid interference, even if the gap g falls below the set value Z due to delays in feedback control, vibrations, and the like. This automatically maintains the gap g at or above the set value Z, ensuring that the correction coefficient k is an appropriate value when the linear track system 1A is maintaining a specific distance between the carriers 21.

[0078] The correction coefficient determination unit 19A sends the determined correction coefficient k to the timing command generation unit 18. Based on the target position 34 and the correction coefficient k, the timing command generation unit 18 determines the timing command 30 that specifies at least one of the position, velocity, and acceleration of the rear carrier 21P in a time series (step S14). Specifically, the timing command generation unit 18 generates the timing command 30 by correcting any one of the position command, velocity command, and acceleration command corresponding to the target position 34 using the correction coefficient k. The timing command generation unit 18 inputs the timing command 30 to the drive control unit C1.

[0079] The linear track control device 10A determines whether the drive control process for the rear carrier 21P is completed (step S15). If the drive control process for the rear carrier 21P is not completed (step S15, No), the target setting unit 17 determines whether the target position 34 of the rear carrier 21P has been changed (step S16).

[0080] If the target position 34 of the rear carrier 21P has not changed (step S16, No), the linear track control device 10A returns to the process of step S12 and executes the processes of steps S12 to S15. On the other hand, if the target position 34 of the rear carrier 21P has changed (step S16, Yes), the linear track control device 10A returns to the process of step S11 and executes the processes of steps S11 to S15.

[0081] When the drive control process for the rear carrier 21P is completed (step S15 , Yes), the linear track control device 10A ends the drive control for the rear carrier 21P.

[0082] Here, in order to explain the process of step S14, refer to Figure 5 and Figure 6 The operation of the sequence command generating unit 18 will be described. Figure 5 , the timing instructions of the comparative example are described, and then an example of the timing instructions involved in implementation mode 1 is described.

[0083] Figure 5 FIG. 1 is a diagram showing an example of a sequence instruction of a comparative example. Figure 5 and the following Figure 6 、 7 The horizontal axis of each graph in , 11, 15, and 18 is time, and the scale of the horizontal axis of each graph is consistent. Figure 5 In the first stage, the target final position (target position) of the rear carrier 21P is represented by position P.

[0084] Figure 5 The waveform W1 shown in the first stage is a waveform of a timing instruction generated in a time series to move the rear carrier 21P from the initial position, ie, position 0, to position P (a waveform of an instruction that defines a position in a time series). Figure 5 The sequence commands of the comparative example shown are the sequence commands before correction in the first embodiment.

[0085] Figure 5 The waveform W2 shown in the second stage is a waveform of a speed commanded in a time series for moving the rear carrier 21P from position 0 to position P (a waveform of a command that specifies the speed in a time series).

[0086] Figure 5 The waveform W3 shown in the third stage is a waveform of acceleration of a timing instruction generated in a time series to move the rear carrier 21P from position 0 to position P (a waveform of an instruction in which acceleration is specified in a time series).

[0087] Figure 5 The waveform W1 shown in the first section is the value of the position of the moving target of the carrier 21 represented by the position instruction generated according to the time series. The waveform is displayed in a time series with the horizontal axis as time, and the value of the position of each position instruction is called the position of the timing instruction. Figure 5The waveform W2 shown in the second section is a waveform obtained by converting the position of the timing instruction into a speed value by differentiating the position of the timing instruction with time. Regarding the speed value of the carrier 21, the horizontal axis is used as time and the speed values are displayed in a time series. These speed values are called the speed of the timing instruction. Figure 5 Waveform W3, shown in the third section, is a waveform obtained by converting the velocity represented by the timing command velocity into acceleration values by differentiating the timing command velocity with respect to time. The acceleration values of carrier 21 are displayed in a time-series waveform with time plotted on the horizontal axis. These acceleration values are referred to as timing command accelerations. Specifically, waveform W2 is obtained by differentiating waveform W1, and waveform W3 is obtained by differentiating waveform W2. Furthermore, waveform W2 is obtained by integrating waveform W3, while waveform W1 is obtained by integrating waveform W2.

[0088] Furthermore, regarding the position of the timing instruction, the speed of the timing instruction, and the acceleration of the timing instruction, the values of the speed of each speed instruction in the waveform W2 displayed in time series with time as the horizontal axis are referred to as the speed of the timing instruction. The value of the position of the body 21 obtained by integrating the speed of the timing instruction can be referred to as the position of the timing instruction, and the value of the acceleration of the carrier 21 obtained by differentiating the speed of the timing instruction can be referred to as the acceleration of the timing instruction. Furthermore, regarding the position of the timing instruction, the speed of the timing instruction, and the acceleration of the timing instruction, regarding the values of the acceleration of the carrier 21 represented by the acceleration instruction generated in time series, the values of the acceleration of each acceleration instruction in the waveform W3 displayed in time series with time as the horizontal axis are referred to as the acceleration of the timing instruction. The value of the speed of the carrier 21 obtained by integrating the acceleration of the timing instruction can be referred to as the speed of the timing instruction, and the value of the position of the carrier 21 obtained by integrating the speed of the timing instruction can be referred to as the position of the timing instruction.

[0089] In the positioning system using linear rails, there are limitations on the maximum thrust and speed of the carrier, so the simplest timing instruction to achieve short-term positioning action is Figure 5 That is, in the positioning system, as shown in the timing instructions. Figure 5 As shown in the third paragraph of , the timing instructions are determined in such a way that the acceleration takes the maximum value, 0, and the minimum value, thereby making it easy to determine the timing instructions. Specifically, as Figure 5As shown in the third paragraph, the timing instructions are generated in such a way that the acceleration becomes 0 from time 0 to time Ta, the set acceleration Aa for acceleration from time Ta to time Tb (here, 0<Aa), the acceleration becomes 0 from time Tb to time Tc, the set acceleration Ad for deceleration from time Tc to time Td (here, Ad<0), and the acceleration becomes 0 after time Td.

[0090] as a result, Figure 5 The speed of the second segment of the timing instruction increases monotonically from time Ta to time Tb, maintains the maximum speed Vmax from time Tb to time Tc, decreases monotonically from time Tc to time Td, and becomes 0 after time Td. Finally, as Figure 5 As shown in the first paragraph of , the position of the timing instruction is the initial position 0 until time Ta, changes from position 0 to position P from time Ta to time Td, and stays at position P after time Td.

[0091] Figure 6 1 is a diagram showing an example of a sequence command generated by the linear track control device according to the first embodiment. The sequence command generating unit 18 uses Figure 4 The correction function F1 shown is used to generate timing instructions.

[0092] When the timing command generating unit 18 generates a waveform of the speed of the timing command using the correction coefficient k, for example, the waveform generates a waveform corresponding to the speed of the timing command. Figure 5 The timing command before correction shown in the second paragraph is a timing command that is modified by the correction factor k when the speed command is set to 100%. The timing command generated in this case is called the corrected timing command. This timing command correction method is known as the "override function (or speed override function)" for changing the speed during positioning in industrial equipment such as general servo motors and robots.

[0093] In the speed override function, when it is desired to operate the machine at a speed that is specifically reduced compared to normal, a correction factor (also called an override factor) k is selected from a value between 0 and 1. In particular, when the correction factor k is 0, the speed of the timing command becomes 0, resulting in the carrier 21 being stopped. In the speed override function, if the correction factor k is subsequently changed to a value greater than 0, a timing command is generated until the final target position 34 is reached.

[0094] Figure 6The waveform W11 shown in the first stage of FIG. 1 shows a time series waveform of the gap g, the position difference between the following carrier 21P and the preceding carrier 21Q. The timing command generator 18 generates the timing command 30 so that the gap g shown by the waveform W11 is not less than the set value Z.

[0095] exist Figure 6 The second section of the waveform W12b represented by the dotted line is to make Figure 5 The waveform W1 of FIG. 1 is a waveform of the position of the timing instruction before correction generated by the rear carrier 21P moving from position 0 to position P, which is indicated by a solid line. Figure 6 , the preceding carrier 21Q is shown to be stopped at position Pf between position 0 and position P. Figure 6 The second stage of the waveform W13 indicated by the dot-dash line is the waveform of the position of the timing instruction of the preceding carrier 21Q. Figure 6 The waveform W14a indicated by the solid line in the second stage shows the waveform of the position of the corrected sequence command of the subsequent carrier 21P generated by the sequence command generating unit 18 according to the first embodiment.

[0096] exist Figure 6 The third segment of the waveform W15b is represented by the dotted line. Figure 5 The waveform of the speed of the timing instruction before correction is represented by the solid line in the waveform W2. Figure 6 The waveform W16a indicated by the solid line in the third stage shows the waveform of the speed of the sequence command of the following carrier 21P after correction, which is generated by the sequence command generating unit 18 according to the first embodiment.

[0097] exist Figure 6 The fourth segment of the waveform W17b is represented by the dotted line. Figure 5 The waveform of the acceleration of the timing instruction before correction is represented by the solid line in the waveform W3. Figure 6 The waveform W18a indicated by the solid line in the fourth stage shows the waveform of the acceleration of the corrected timing command of the trailing carrier 21P generated by the timing command generating unit 18 according to the first embodiment.

[0098] As described above, the timing command generation unit 18 sets Figure 6 The waveforms W12b, W15b, and W17b are corrected to waveforms W14a, W16a, and W18a. Figure 6 The waveform W19 indicated by the solid line in the fifth section shows the waveform of the time series data of the correction coefficient k.

[0099] exist Figure 6 The second paragraph of Figure 5 The first segment of the same will become the final position of the target represented by position P. Figure 6 In the case of Figure 6 If the timing command before correction (waveform W12b) in the second stage indicated by the dotted line is used in actual control, the rear carrier 21P will reach position Pf before reaching position P, and the preceding carrier 21Q and the rear carrier 21P will interfere with each other.

[0100] The timing command generator 18 may generate at least one of the timing commands 30 for waveforms W14a, W16a, and W18a based on the correction coefficient k. For example, the timing command generator 18 generates the timing command 30 for waveform W16a. The timing command generator 18 sends the generated timing command 30 to the motion control unit 12.

[0101] Here, yes Figure 6 During the period from time 0 to time Ta, the position of the trailing carrier 21P is position 0, the position of the preceding carrier 21Q is position Pf, and the gap g between the trailing carrier 21P and the preceding carrier 21Q is constant (Pf).

[0102] After time Ta, the gap g gradually decreases as the position of the rear carrier 21P changes. After time Tc1, the size of the gap g is lower than the set value R for switching the determination formula of the correction coefficient k. Therefore, after time Tc1, the correction coefficient k gradually decreases and soon approaches 0. That is, after time Tc1, Figure 6 The correction coefficient k in the fifth stage indicated by the solid line is "1" until time Tc1. Then, after time Tc1 when the gap g reaches the set value R, the correction coefficient k gradually decreases and approaches 0 in a short time.

[0103] exist Figure 6 The corrected timing command speed, represented by the solid line in the third section, is waveform W16a, which is obtained by multiplying the uncorrected timing command speed (waveform W15b), represented by the dotted line, by the correction coefficient k. This speed decreases as the correction coefficient k decreases after time Tc1. Then, similar to the correction coefficient k, the corrected timing command speed asymptotically approaches 0.

[0104] about Figure 6 The position and acceleration of the timing instructions shown in the second and fourth paragraphs are affected by multiplying the speed by the correction coefficient k, and a difference will be observed between before and after the correction after the time Tc1. Figure 6 The position of the corrected timing instruction (waveform W14a) indicated by the solid line in the second section is before reaching the target final position (position P), and is gradually closer to the position PX0 separated by the set value Z from the position Pf where the preceding carrier 21Q stops. Figure 6The acceleration of the corrected timing instruction (waveform W18a) represented by the solid line in the 4th segment starts to decelerate from the previous moment Tc1 compared to the moment Tc at which the acceleration of the timing instruction before correction (waveform W17b) represented by the dotted line begins to decelerate, and gradually approaches 0 as the speed of the corrected timing instruction decreases.

[0105] Next, based on Figure 7 The following describes the operation of the preceding carrier 21Q when the preceding carrier 21Q is switched from a stopped state to an operating state and the gap g increases, thereby causing the trailing carrier 21P, which has been decelerated once, to return to its pre-deceleration state.

[0106] Figure 7 This is a diagram showing an example of a corrected timing command when the linear track control device according to the first embodiment returns to its original motion after deceleration of the rear carrier. Figure 7 The gap g, position, velocity, acceleration and correction coefficient k before the moment Te1 are Figure 6 The same, description omitted.

[0107] Figure 7 The waveforms W11x, W12bx, W13x, W14ax, W15bx, W16ax, W17bx, W18ax, and W19x shown are Figure 6 The waveforms shown are W11, W12b, W13, W14a, W15b, W16a, W17b, W18a, and the waveforms following W19.

[0108] exist Figure 6 In the waveforms W12b, W15b, and W17b are corrected to waveforms W14a, W16a, and W18a. Figure 7 , waveforms W12bx, W15bx, and W17bx are corrected to waveforms W14ax, W16ax, and W18ax.

[0109] exist Figure 7 The second waveform W13x indicated by the dotted line shows that at time Te1, the preceding carrier 21Q, which had previously stopped at the position Pf, starts moving in a direction away from the following carrier 21P.

[0110] The movement of the preceding carrier 21Q is accompanied by a change in the target position 34 by the target setting unit 17 corresponding to the preceding carrier 21Q, and is different from the operation of the target setting unit 17 corresponding to the trailing carrier 21P.

[0111] The result of the preceding carrier 21Q movement is that Figure 7The gap g of the waveform W11x represented by the solid line in the first section starts to increase after the time Te1 and becomes larger than the set value R after the time Tf1. Figure 7 The correction coefficient k of the waveform W19x in the fifth stage indicated by the solid line starts to increase after the time Te1 and reaches "1" at the time Tf1.

[0112] exist Figure 7 The corrected timing command position, velocity, and acceleration, represented by solid lines in the second, third, and fourth segments, begin to increase after time Te1 due to the operation of the timing command generator 18. Specifically, waveforms W14ax, W16ax, and W18ax begin to increase after time Te1. Furthermore, after time Tf1, when the correction coefficient k reaches "1," the timing command acceleration (waveform W18ax) for the trailing carrier 21P reaches the set acceleration Aa.

[0113] Then, at time Tg1 Figure 7 The speed of the timing command (waveform W16ax) indicated by the solid line in the third section reaches the maximum speed Vmax, and the acceleration becomes zero from time Tg1 to time Th1. Then, from time Th1 to time Ti1, the timing command generator 18 operates to decelerate the rear carrier 21P at the set acceleration Ad for stopping at the target position, position P. Furthermore, at time Ti1, the timing command position (waveform W14ax) of the rear carrier 21P reaches position P and stops.

[0114] As described above, the linear track control device 10A according to the first embodiment uses the correction coefficient determination unit 19A to correct the timing command based on the correction coefficient k determined by the gap, thereby achieving an operation for avoiding interference between the carriers 21 without performing complex processing. Furthermore, after avoiding interference between the carriers 21, the linear track control device 10A uses the correction coefficient determination unit 19A to correct the timing command based on the correction coefficient k determined by the gap, thereby quickly returning to the operation before the interference was avoided without separately performing a process to accelerate the rear carrier 21P.

[0115] Furthermore, the linear track system 1A includes a position detector 52 along the transport path 55 to measure the position of the carrier 21 on the transport path 55. While the first embodiment describes an example in which a linear encoder is used as the position detector 52, the position of the carrier 21 may be estimated without using a linear encoder. For example, the linear track control device 10A may estimate the position of the carrier 21 sensorlessly based on, for example, the current generated by the drive control unit C, instead of the linear encoder.

[0116] Furthermore, in the linear rail system 1A, multiple conveyor units 50 are combined to ensure flexibility of the conveyor path 55. In this case, in the linear rail system 1A, the carrier 21 switches between the multiple conveyor units 50 to move, thereby realizing a long conveyor path 55. Furthermore, in the linear rail system 1A, by making the conveyor units 50 curved rather than straight, it is also possible to realize an arc-shaped conveyor path 55.

[0117] Furthermore, the linear track system 1A can manage the position information of the carrier 21 in common for the transport path 55 spanning each transport unit 50. Thus, the linear track system 1A can control each carrier 21 using integrated coordinates, regardless of the number of transport units 50 or the position of the carrier 21. Furthermore, the linear track system 1A can control each carrier 21 even when the trailing carrier 21P and the preceding carrier 21Q are positioned on the same transport unit 50. Furthermore, the linear track system 1A can control each carrier 21 even when the trailing carrier 21P and the preceding carrier 21Q are positioned on different transport units 50.

[0118] In addition, in the linear rail system 1A, one conveying unit 50 is provided with Figure 2 The linear track control device 10A can also move a plurality of carriers 21 on one transport unit 50 by individually controlling the current flowing through each electromagnet (not shown).

[0119] In the description of the first embodiment, a case has been described in which one drive control unit C is provided for each transport unit 50 . However, one drive control unit C may control the current for a plurality of transport units 50 .

[0120] Furthermore, the linear track system 1A can control the carrier 21 by setting a target value for velocity or position, depending on the user's application. The linear track system 1A can integrate the acceleration of the timing command to obtain velocity, or it can integrate the velocity to obtain position, based on the general properties of differentiation and integration. Therefore, setting a target value for position in the linear track system 1A is equivalent to indirectly setting a target value for velocity. Therefore, the linear track system 1A can also set a target value for either position or velocity.

[0121] While the description of the first embodiment illustrates an example in which the elongated stator 51 is formed of an electromagnet and the carrier 21 is formed of a permanent magnet, the linear track system 1A of the first embodiment is not limited to this configuration. For example, in the linear track system 1A, the stator 51 may be formed of a permanent magnet and the carrier 21 may be formed of an electromagnet.

[0122] In addition, Figure 1 , an example of combining multiple conveyor units 50 to form a circular conveyor path 55 is shown, but the shape of the conveyor path 55 is not limited to a circular shape. In the linear rail system 1A, the conveyor path 55 does not necessarily need to be connected to form a complete circle. In addition, the conveyor unit 50 may be a single unit instead of a plurality, and the conveyor path 55 may be branched or merged.

[0123] In addition, for simplicity of explanation, in the first embodiment, an example of generating timing commands is described in which the acceleration takes three values: an upper limit, zero, and a lower limit. However, the command generation method is not limited to this. The linear track control device 10A may, for example, impose limits on acceleration changes to suppress jerk, or may use a linear filter or a nonlinear filter to suppress mechanical vibration. As described above, various timing command generation methods are applicable to the linear track system 1A.

[0124] As described above, according to the first embodiment, the linear rail system 1A corrects the position of the rear carrier 21P using the correction coefficient k. Therefore, collisions between the carriers 21 can be avoided without complicated processing, and the movement of the carriers 21 before deceleration can be easily and quickly restored.

[0125] Implementation method 2.

[0126] Next, use Figures 8 to 11 Embodiment 2 will be described. In Embodiment 2, the linear trajectory control device controls the carrier 21 using a correction function that makes the acceleration constant during deceleration.

[0127] Figure 8 1 is a diagram showing the structure of a linear track system having a linear track control device according to Embodiment 2. Figure 8 The implementation and Figure 1 In the linear guide system 1A of the illustrated embodiment 1, components having the same functions are denoted by the same reference numerals, and redundant descriptions are omitted.

[0128] Figure 8 The illustrated linear track system 1B, for example, includes a linear track control device 10B, a conveying unit 50, a conveying path 55, and a plurality of carriers 21. Specifically, compared to the linear track system 1A, the linear track system 1B includes a linear track control device 10B instead of the linear track control device 10A. Compared to the linear track control device 10A, the linear track control device 10B includes a command generation unit 11B instead of the command generation unit 11A.

[0129] Figure 9This is a diagram showing the internal structure of the linear rail control device and the conveying unit involved in the second embodiment. Figure 9 The implementation and Figure 2 In the linear track control device 10A of the illustrated embodiment 1, components having the same functions are denoted by the same reference numerals, and redundant descriptions are omitted.

[0130] Compared to command generation unit 11A, command generation unit 11B includes correction coefficient determination unit 19B instead of correction coefficient determination unit 19A. Compared to correction coefficient determination unit 19A, correction coefficient determination unit 19B determines correction coefficient k2 instead of correction coefficient k. Correction coefficient k2 is determined based on a correction function that maintains a constant acceleration during deceleration.

[0131] In embodiment 1, as Figure 6 As shown in waveform W18a, the acceleration after time Tc1 increases in a negative direction immediately after time Tc1, gradually approaching zero as the speed of the rear carrier 21P decreases. When there are limitations on the set accelerations Aa and Ad, it is more preferable to ensure a certain degree of acceleration during deceleration so that deceleration can be achieved in a short time and efficient control can be achieved. Therefore, the linear track control device 10B of embodiment 2 uses a correction coefficient k2 that ensures a certain degree of acceleration during deceleration to control the drive of the rear carrier 21P.

[0132] The correction coefficient k2 used to correct the position of the rear carrier 21P, similar to the correction coefficient k, can be used to correct any of the position command, velocity command, and acceleration command. The following description focuses on the case where the correction coefficient k2 is used to correct the velocity command. The correction coefficient determination unit 19B transmits the correction coefficient k2 to the timing command generation unit 18.

[0133] The processing procedure of the process executed by the command generation unit 11B of the linear track control device 10B is the same as the processing procedure of the process executed by the command generation unit 11A of the linear track control device 10A, and therefore the description thereof is omitted.

[0134] Figure 10 This is a diagram for explaining the correction coefficient determined by the linear track control device according to the second embodiment. Figure 10 The horizontal axis of the graph shown is the gap g, and the vertical axis is the correction coefficient k2. Figure 10 , the correction function F2 of the correction coefficient determination unit 19B is shown. The correction coefficient determination unit 19B of the second embodiment determines the correction coefficient k2 using the correction function F2 shown in the following equation (2) based on the gap g at each time.

[0135] [Formula 2]

[0136]

[0137] The correction function F2 represented by equation (2) is a correction function that is proportional to the square root of the calculated value calculated using the gap g. More specifically, the correction function F2 is a correction function that is proportional to the square root of the calculated value calculated using the gap g. Here, the set value Z1 and the set value R1 are constants set by the designer of the linear track system 1B. While the correction coefficient determination unit 19A of the first embodiment determines the correction coefficient k proportional to the difference between the gap g and the set value Z, the difference from the first embodiment is that the correction coefficient determination unit 19B of the second embodiment determines the correction coefficient k2 proportional to the square root of the difference between the gap g and the set value Z1.

[0138] Alternatively, the correction coefficient determination unit 19B may determine the correction coefficient k2 based on a correction function that is proportional to a square root (power root) other than the square root of the difference between the gap g and the set value Z1. Alternatively, the correction coefficient determination unit 19B may determine the correction coefficient k2 based on a correction function that is proportional to the square root of a value obtained by performing a specific calculation on the difference between the gap g and the set value Z1.

[0139] In the second embodiment, the square root of the difference between the gap g and the set value Z1 and the square root of the value obtained by performing a specific operation on the difference between the gap g and the set value Z1 are referred to as the square root of the calculated value calculated using the gap g. The correction coefficient k2 expressed by the relationship in the second section of equation (2) is proportional to the square root (square root) of the calculated value calculated using the gap g. The following describes the case where the correction coefficient k2 is proportional to the square root of the calculated value obtained using the gap g.

[0140] The design method of the setting value Z1 is the same as the design method of the setting value Z in the first embodiment. The design method of the setting value R1 is determined based on the setting value Z1, the maximum speed Vmax and the maximum acceleration Amax (here, 0 < Amax) set for the rear carrier 21P. For example, by determining R1 = Vmax 2 / (2×Amax)+Z1, and thus when the trailing carrier 21P is decelerated at the maximum acceleration Amax relative to the stopped preceding carrier 21Q, the minimum set value R1 at which the trailing carrier 21P can stop before and after the gap g becomes smaller than the set value Z1 can be determined.

[0141] The linear rail system 1B can be applied to a linear rail system in which the leading carrier 21Q and the trailing carrier 21P move in a direction approaching each other. In this case, R1 is determined to be Vmaxf based on the maximum speed Vmaxf and the maximum acceleration Amaxf (here, 0 < Amaxf) set for the leading carrier 21Q. 2 / (2×Amax)+Vmaxf 2 / (2×Amaxf)+Z1, it is possible to determine the minimum set value R1 at which the vehicle can stop before the gap g becomes smaller than the set value Z1 when deceleration processing with maximum acceleration is performed on both.

[0142] Next, refer to Figure 11 The operation of the sequence command generating unit 18 will be described. Figure 11 : is a diagram showing an example of a timing instruction generated by the linear track control device involved in embodiment 2. Figure 11 The waveform shown is Figure 6 The description of the same or similar waveforms is omitted. Figure 11 The waveforms W21, W22b, W23, W24a, W25b, W26a, W27b, W28a, and W29 shown are respectively Figure 6 The waveforms W11, W12b, W13, W14a, W15b, W16a, W17b, W18a, and W19 shown correspond to each other. Figure 11 The second paragraph of Figure 5 The final position of the target in the first segment is similarly represented by position P.

[0143] Figure 11 The waveform W21 shown in the first stage shows a time series waveform of the gap g, the position difference between the following carrier 21P and the preceding carrier 21Q. The timing command generator 18 generates the timing command 30 so that the gap g shown by the waveform W21 is not less than the set value Z1.

[0144] exist Figure 11 The second segment of the waveform W22b is represented by the dotted line. Figure 5 The waveform W1 of FIG. 1 is a waveform of the position of the timing instruction before correction generated to move the rear carrier 21P from position 0 to position P, which is indicated by a solid line. Figure 11 , the preceding carrier 21Q is shown to be stopped at position Pf between position 0 and position P. Figure 11 The second stage of the waveform W23 indicated by the dot-dash line is the waveform of the position of the timing instruction of the preceding carrier 21Q. Figure 11The waveform W24a indicated by the solid line in the second stage shows the position of the corrected sequence command of the subsequent carrier 21P generated by the sequence command generating unit 18 according to the second embodiment.

[0145] exist Figure 11 The third segment of the waveform W25b is represented by the dotted line. Figure 5 The waveform of the speed of the timing instruction before correction is represented by the solid line in the waveform W2. Figure 11 The waveform W26a indicated by the solid line in the third stage shows the speed of the corrected sequence command of the subsequent carrier 21P generated by the sequence command generating unit 18 according to the second embodiment.

[0146] exist Figure 11 The fourth segment of the waveform W27b is represented by the dotted line. Figure 5 The waveform of the acceleration of the timing instruction before correction is represented by the solid line in the waveform W3. Figure 11 The waveform W28a indicated by the solid line in the fourth stage shows the acceleration of the corrected timing command for the trailing carrier 21P generated by the timing command generating unit 18 according to the second embodiment.

[0147] As mentioned above, Figure 11 The waveforms W22b, W25b, and W27b are corrected to waveforms W24a, W26a, and W28a, respectively, to prevent interference between the carriers 21. Figure 11 The waveform W29 indicated by the solid line in the fifth section shows the time series data of the correction coefficient k2.

[0148] exist Figure 11 In the case of Figure 11 If the timing command before correction indicated by the dotted line in the second stage is used in actual control, the rear carrier 21P will reach position Pf before reaching position P, and the preceding carrier 21Q and the rear carrier 21P will interfere with each other.

[0149] The timing command generator 18 may generate at least one of the timing commands 30 for waveforms W24a, W26a, and W28a based on the correction coefficient k2. For example, the timing command generator 18 generates the timing command 30 for waveform W26a. The timing command generator 18 sends the generated timing command 30 to the motion control unit 12.

[0150] Here, yes Figure 11 During the period from time 0 to time Ta, the position of the trailing carrier 21P is position 0, the position of the preceding carrier 21Q is position Pf, and the gap g between the trailing carrier 21P and the preceding carrier 21Q is constant (Pf).

[0151] After time Ta, the gap g gradually decreases as the position of the rear carrier 21P changes. After time Tc2, the size of the gap g is lower than the set value R1 for switching the determination formula of the correction coefficient k2. Therefore, after time Tc2, the correction coefficient k2 gradually decreases and soon becomes 0 at time Td2. That is, after time Tc2, the gap g decreases. Figure 11 The correction coefficient k2 in the fifth stage indicated by the solid line is "1" until time Tc2. Then, after time Tc2 when the gap g reaches the set value R1, the correction coefficient k2 gradually decreases and eventually becomes 0.

[0152] exist Figure 11 The corrected timing command speed, represented by the solid line in the third section, is waveform W26a, which is obtained by multiplying the uncorrected timing command speed (waveform W25b), represented by the dotted line, by the correction coefficient k2. This waveform decreases as the correction coefficient k2 decreases after time Tc2. Then, similar to the correction coefficient k, the corrected timing command speed becomes zero.

[0153] about Figure 11 The position and acceleration of the timing instructions shown in the second and fourth paragraphs are also affected by multiplying the speed by the correction coefficient k2, and a difference will be observed before and after the correction after the time Tc2. Figure 11 The position of the corrected timing instruction (waveform W24a) indicated by the solid line in the second section is before reaching the target final position, that is, position P, and stops at position PX1 separated by the set value Z1 from the position Pf where the preceding carrier 21Q stops. Figure 11 The acceleration of the corrected timing instruction (waveform W28a) represented by the solid line in the 4th segment starts to decelerate from the previous moment Tc2 compared to the moment Tc at which the acceleration of the timing instruction before correction (waveform W27b) represented by the dotted line starts to decelerate, and becomes 0 at the moment Td2 as the speed of the corrected timing instruction decreases.

[0154] In embodiment 1, as Figure 6 As shown in the waveform W18a, the acceleration after the time Tc1 increases in the negative direction immediately after the time Tc1, and as the speed of the rear carrier 21P approaches zero, the acceleration gradually approaches zero.

[0155] On the other hand, in the second embodiment, the difference from the first embodiment is that, as Figure 11As shown in waveform W28a, the acceleration during deceleration becomes approximately constant. As a result, in Embodiment 2, the stop for avoiding interference is not a gradual stop as in Embodiment 1, but a rapid stop. That is, the linear track control device 10B of Embodiment 2 can shorten the time taken from the start of deceleration of the rear carrier 21P to the stop, compared with the linear track control device 10A of Embodiment 1. This is the effect achieved by the correction coefficient determination unit 19B of Embodiment 2 determining the correction coefficient k2 using the square root. As described above, in Embodiment 2, the linear track control device 10B performs deceleration in a manner that makes the acceleration of the rear carrier 21P constant in order to avoid interference with the stopped preceding carrier 21Q. Therefore, compared with the case performed by the linear track control device 10A, interference can be avoided in a shorter time, and efficient control can be achieved.

[0156] As described above, the linear track control device 10B according to the second embodiment corrects the timing command using the correction coefficient k2 determined by the correction coefficient determination unit 19B. This allows the acceleration of the trailing carrier 21P to be constant when decelerating the trailing carrier 21Q relative to the stopped preceding carrier 21Q. This allows the linear track control device 10B to achieve even more efficient control in addition to the effects of the first embodiment.

[0157] Furthermore, the linear track control device 10B can keep the acceleration constant when decelerating the rear carrier 21P, and thus can smoothly change the speed of the rear carrier 21P while avoiding interference, thereby achieving control with less vibration and noise.

[0158] Implementation method 3.

[0159] Next, use Figures 12 to 15 Embodiment 3 will be described. In Embodiment 3, the linear track control device can control the carrier 21 using a correction function that keeps the acceleration constant during deceleration and suppresses changes in the acceleration during a stop.

[0160] Figure 12 : is a diagram showing the structure of a linear track system having a linear track control device according to Embodiment 3. Figure 12 The implementation and Figure 8 In the linear rail system 1B of the second embodiment shown, components having the same functions are denoted by the same reference numerals, and redundant descriptions are omitted.

[0161] The linear track system 1C uses a correction function that combines the correction function F1 used in Embodiment 1 and the correction function F2 used in Embodiment 2. When decelerating the rear carrier 21P, the linear track system 1C first uses the correction function F2 to maintain a constant acceleration during deceleration, and then uses the correction function F1 to suppress changes in acceleration when stopping the rear carrier 21P.

[0162] The linear track system 1C includes, for example, a linear track control device 10C, a conveying unit 50, a conveying path 55, and a plurality of carriers 21. Specifically, compared to the linear track system 1B, the linear track system 1C includes a linear track control device 10C instead of the linear track control device 10B. Compared to the linear track control device 10B, the linear track control device 10C includes a command generator 11C instead of the command generator 11B.

[0163] Figure 13 : This is a diagram showing the internal structure of the linear track control device and the conveying unit involved in the third embodiment. Figure 13 The implementation and Figure 9 In the linear track control device 10B of the second embodiment shown, components having the same functions are denoted by the same reference numerals, and redundant descriptions are omitted.

[0164] Compared to command generation unit 11B, command generation unit 11C includes correction coefficient determination unit 19C in place of correction coefficient determination unit 19B. Compared to correction coefficient determination unit 19B, correction coefficient determination unit 19C determines correction coefficient k3 instead of correction coefficient k2. Correction coefficient k3 is determined based on a correction function that maintains constant acceleration in the early stages of deceleration and suppresses changes in acceleration in the latter stages of deceleration.

[0165] In embodiment 2, as Figure 11 As shown in the waveform W29, immediately before the time Td2, a substantially constant acceleration momentarily rises, with a peak value in the negative direction (deceleration direction). This produces the following phenomenon: under the condition of the setting value Z1 < g, if the gap g approaches the setting value Z1, a Figure 10 The effect of the infinitely diverging slope of the correction function F2 shown above causes the absolute value of the acceleration to temporarily increase during discrete numerical calculations. Such a sudden change in acceleration can cause mechanical vibration, noise, and degradation, so the linear track control device 10C of the third embodiment suppresses the acceleration of the rear carrier 21P immediately before it stops.

[0166] The correction coefficient k3 used to correct the position of the rear carrier 21P, similar to the correction coefficients k and k2, can be used to correct any of the position command, velocity command, and acceleration command. The following description focuses on the case where the correction coefficient k3 is used to correct the velocity command. The correction coefficient determination unit 19C transmits the correction coefficient k3 to the timing command generation unit 18.

[0167] The processing procedure of the process executed by the command generation unit 11C of the linear track control device 10C is the same as the processing procedure of the process executed by the command generation unit 11A of the linear track control device 10A, and therefore the description thereof will be omitted.

[0168] Figure 14 This is a diagram for explaining the correction coefficient determined by the linear trajectory control device according to the third embodiment. Figure 14 The horizontal axis of the graph shown is the gap g, and the vertical axis is the correction coefficient k3. Figure 14 , the correction function F3 of the correction coefficient determination unit 19C is shown. The correction coefficient determination unit 19C of the third embodiment determines the correction coefficient k3 based on the gap g at each time by the correction function F3 shown in the following equation (3).

[0169] [Formula 3]

[0170]

[0171] The correction function in the third row of the correction function F3 represented by equation (3) is the first correction function, and the correction function in the second row is the second correction function. The first correction function is set to the first gap range, where the gap g is larger than the set value D2 and smaller than the set value R2. Furthermore, the second correction function is set to the second gap range, where the gap g is larger than the set value Z2 and less than or equal to the set value D2.

[0172] The correction coefficient determination unit 19C determines the intermediate variables A2, intermediate variables B2, and intermediate variables S2 based on the following equations (4), (5), and (6), thereby determining the correction coefficient k3 whose slope is consistent before and after the setting value D2 of the gap g and changes smoothly relative to the gap g.

[0173] [Formula 4]

[0174]

[0175] [Formula 5]

[0176]

[0177] [Formula 6]

[0178]

[0179] Here, the set value Z2, the set value R2, and the set value D2 are constants set by the designer of the linear guide system 1C. The method for setting the set value Z2 is the same as the method for setting the set value Z in the first embodiment. The method for setting the set value R2 is the same as the method for setting the set value R1 in the second embodiment.

[0180] Setting value D2 is a constant used to determine the ratio between the interval in which the correction coefficient is determined by correction function F1 and the interval in which the correction coefficient is determined by correction function F2. It is set between setting value Z2 and setting value R2. For example, when setting value D2 is set to setting value R2, correction coefficient k3 is consistent with correction coefficient k in Embodiment 1. When setting value D2 is set to setting value Z2, correction coefficient k3 is consistent with correction coefficient k2 in Embodiment 2.

[0181] By decreasing the set value D2, the linear track control device 10C can increase the acceleration to avoid interference, enabling efficient deceleration. On the other hand, by increasing the set value D2, the linear track control device 10C can strongly suppress the increase in acceleration near a stop, achieving control with low vibration and noise.

[0182] When considering the efficiency of the control time in the linear track system 1C, from the perspective of exhausting the acceleration, it is preferable to have as many regions of constant acceleration as possible. That is, it is preferable to set the range from the set value Z2 to the set value D2 to be relatively narrow, and the range from the set value D2 to the set value R2 to be relatively wide. For example, if the set value D2 is set using the distance d, such as D2 = Z2 + d, and d is set to a slightly smaller value, such as 30 mm, the efficiency of the control time in the linear track system 1C becomes better. In addition, if the set value D2 is set using the ratio Ra, such as D2 = Z2 + (R2 - Z2) × Ra, and r is set to a slightly smaller value, such as r = 0.05 or less, the efficiency of the control time in the linear track system 1C becomes better.

[0183] Correction coefficient determination unit 19A of embodiment 1 determines a correction coefficient k that is proportional to the difference between gap g and set value Z. On the other hand, correction coefficient determination unit 19C of embodiment 3 determines correction coefficient k3 based on a second correction function that is proportional to gap g in the interval where gap g is greater than set value Z2 and less than or equal to set value D2. Furthermore, correction coefficient determination unit 19C determines correction coefficient k3 based on a first correction function that is proportional to the square root of a calculated value using gap g in the interval where gap g is greater than set value D2 and up to set value R2. That is, correction coefficient determination unit 19C determines the same correction coefficient as embodiment 1 for the interval where gap g is less than or equal to set value D2, and determines the same correction coefficient as embodiment 2 for the interval where gap g is greater than set value D2. Thus, linear guide system 1C can prevent vibration and noise while improving control time efficiency.

[0184] Next, refer to Figure 15 The operation of the sequence command generating unit 18 will be described. Figure 15 : is a diagram showing an example of a timing instruction generated by the linear track control device involved in embodiment 3. Figure 15 The waveform shown is Figure 11 The description of the same or similar waveforms is omitted. Figure 15 The waveforms W31, W32b, W33, W34a, W35b, W36a, W37b, W38a, and W39 shown are respectively Figure 11 The waveforms W21, W22b, W23, W24a, W25b, W26a, W27b, W28a, and W29 shown correspond to each other. Figure 15 The second paragraph of Figure 5 The final position that will become the target of the first segment is represented by position P.

[0185] Figure 15 The waveform W31 shown in the first stage shows a time series waveform of the gap g, the position difference between the following carrier 21P and the preceding carrier 21Q. The timing command generator 18 generates the timing command 30 so that the gap g shown by the waveform W31 is not less than the set value Z2.

[0186] exist Figure 15 The second segment of the waveform W32b is represented by the dotted line. Figure 5 The waveform W1 of FIG. 1 is a waveform of the position of the timing instruction before correction generated to move the rear carrier 21P from position 0 to position P, which is indicated by a solid line. Figure 15 , the preceding carrier 21Q is shown to be stopped at position Pf between position 0 and position P. Figure 15The second section of the waveform W33 indicated by the dot-dash line is the waveform of the position of the timing instruction of the preceding carrier 21Q. Figure 15 The waveform W34a indicated by the solid line in the second stage shows the position of the corrected sequence command of the subsequent carrier 21P generated by the sequence command generating unit 18 according to the third embodiment.

[0187] exist Figure 15 The third segment of the waveform W35b is represented by the dotted line. Figure 5 The waveform of the speed of the timing instruction before correction is represented by the solid line in the waveform W2. Figure 15 The waveform W36a indicated by the solid line in the third stage shows the speed of the corrected sequence command of the subsequent carrier 21P generated by the sequence command generating unit 18 according to the third embodiment.

[0188] exist Figure 15 The fourth segment of the waveform W37b is represented by the dotted line. Figure 5 The waveform of the acceleration of the timing instruction before correction is represented by the solid line in the waveform W3. Figure 15 The waveform W38a indicated by the solid line in the fourth stage shows the acceleration of the corrected timing command for the trailing carrier 21P generated by the timing command generating unit 18 according to the third embodiment.

[0189] As mentioned above, Figure 15 The waveforms W32b, W35b, and W37b are corrected to waveforms W34a, W36a, and W38a, respectively, to prevent interference between the carriers 21. Figure 15 The waveform W39 indicated by the solid line in the fifth section shows the time series data of the correction coefficient k3.

[0190] exist Figure 15 In the case of Figure 15 If the timing command before correction indicated by the dotted line in the second stage is used in actual control, the rear carrier 21P will reach position Pf before reaching position P, and the preceding carrier 21Q and the rear carrier 21P will interfere with each other.

[0191] The timing command generator 18 may generate at least one of the timing commands 30 for waveforms W34a, W36a, and W38a based on the correction coefficient k3. For example, the timing command generator 18 generates the timing command 30 for waveform W36a. The timing command generator 18 sends the generated timing command 30 to the motion control unit 12.

[0192] Here, yes Figure 15During the period from time 0 to time Ta, the position of the trailing carrier 21P is position 0, the position of the preceding carrier 21Q is position Pf, and the gap g between the trailing carrier 21P and the preceding carrier 21Q is constant (Pf).

[0193] After time Ta, the gap g gradually decreases as the position of the rear carrier 21P changes. After time Tc3, the gap g becomes lower than the set value R2 that switches the formula for determining the correction coefficient k3. Therefore, after time Tc3, the correction coefficient k3 gradually decreases. Then, the gap g reaches the set value D2 at time Td3. In addition, the correction coefficient k3 also decreases after time Td3 and approaches 0. That is, after time Tc3, the gap g decreases. Figure 11 The correction coefficient k3, indicated by the solid line in the fifth segment, is "1" until time Tc3. Then, after time Tc3, when the gap g reaches the set value R2, the correction coefficient k3 decreases approximately linearly. Furthermore, after time Td3, when the gap g reaches the set value D2, the slope of the correction coefficient k3 becomes slightly shallower and then gradually approaches 0.

[0194] exist Figure 15 The corrected timing command speed, represented by the solid line in the third segment, is waveform W36a, which is obtained by multiplying the uncorrected timing command speed (waveform W35b), represented by the dotted line, by the correction coefficient k3. The speed decreases approximately linearly as the correction coefficient k3 decreases after time Tc3. After time Td3, similar to the correction coefficient k, the corrected timing command speed gradually approaches zero.

[0195] about Figure 15 The position and acceleration of the timing instructions shown in the second and fourth paragraphs are also affected by multiplying the speed by the correction coefficient k3, and a difference will be observed before and after the correction after the time Tc3. Figure 15 The position of the corrected timing instruction (waveform W34a) indicated by the solid line in the second section is before reaching the target final position, that is, position P, and stops at a position PX2 separated by the set value Z2 from the position Pf where the preceding carrier 21Q stops. Figure 15 The acceleration of the corrected timing instruction (waveform W38a) represented by the solid line in the fourth segment starts to decelerate from the previous moment Tc3 compared to the moment Tc at which the acceleration of the timing instruction before correction (waveform W37b) represented by the dotted line begins to decelerate, and gradually approaches 0 as the speed of the corrected timing instruction decreases.

[0196] In embodiment 1, Figure 6As shown by the solid line in the waveform W18a, the acceleration after time Tc1 changes greatly in the negative direction immediately after time Tc1, and the acceleration gradually approaches zero as the speed of the rear carrier 21P approaches zero.

[0197] On the other hand, in the third embodiment, the difference from the first embodiment is that Figure 15 As shown in waveform W38a, the acceleration during the period from time Tc3 to time Td3 during deceleration is approximately constant. As a result, the linear track control device 10C of Embodiment 3 shortens the time it takes for the rear carrier 21P to decelerate and come to a near stop, compared to the linear track control device 10A of Embodiment 1. In other words, the linear track control device 10C of Embodiment 3 can shorten the time it takes for the rear carrier 21P to decelerate and come to a near stop, compared to the linear track control device 10A of Embodiment 1. This is achieved by the correction coefficient determination unit 19C of Embodiment 3 determining the correction coefficient k3 using the square root. As described above, in Embodiment 3, the linear track control device 10C performs deceleration so that the acceleration of the rear carrier 21P remains constant in order to avoid interference with the stopped preceding carrier 21Q. Therefore, interference can be avoided in a shorter time than that performed by the linear track control device 10A, achieving efficient control.

[0198] In addition, in embodiment 2, as Figure 11 As shown in waveform W28a, immediately before time Td2, a substantially constant acceleration is observed to rise instantaneously, with a characteristic peak in the negative direction (deceleration direction). Such a sudden change in acceleration can cause mechanical vibration, noise, and degradation.

[0199] On the other hand, the linear track control device 10C of the third embodiment starts to accelerate (by Figure 15 After the gap g falls below the set value D2, the acceleration of the timing command (denoted by waveform W38a) gradually approaches zero, without a negative peak. Thus, the linear track control device 10C suppresses the acceleration of the rear carrier 21P immediately before it stops. Therefore, the linear track control device 10C according to Embodiment 3 can achieve both efficient control achieved by avoiding interference for a short period of time and control with minimal vibration and noise.

[0200] As described above, the linear track control device 10C according to the third embodiment corrects the timing command using the correction coefficient k3 determined by the correction coefficient determination unit 19C. This allows the acceleration of the stopped preceding carrier 21Q to be kept constant until midway during deceleration. Furthermore, by correcting the timing command using the correction coefficient k3, the linear track control device 10C can suppress changes in the acceleration of the trailing carrier 21P immediately before stopping. As a result, the linear track control device 10C can efficiently achieve control with minimal vibration and noise.

[0201] Implementation method 4.

[0202] Next, use Figures 16 to 20 Embodiment 4 will be described. In Embodiment 4, the linear trajectory control device learns parameters for determining a correction coefficient (parameters set in a correction function).

[0203] Figure 16 1 is a diagram showing the structure of a linear track system having a linear track control device according to Embodiment 4. Figure 16 The implementation and Figure 1 In the linear guide system 1A of the illustrated embodiment 1, components having the same functions are denoted by the same reference numerals, and redundant descriptions are omitted.

[0204] Figure 16 The illustrated linear track system 1D, for example, includes a linear track control device 10D, a conveying unit 50, a conveying path 55, multiple carriers 21, and a trained model storage unit 53. Specifically, compared to the linear track system 1A, the linear track system 1D includes a linear track control device 10D instead of the linear track control device 10A. Compared to the linear track control device 10A, the linear track control device 10D includes a command generation unit 11D instead of the command generation unit 11A.

[0205] The linear track system 1D also includes a trained model storage unit 53, which is not included in the linear track system 1A. The trained model storage unit 53 stores a trained model 38 described later. The trained model storage unit 53 may also be disposed outside the linear track system 1D.

[0206] In Embodiments 1-3, the performance of the control device, such as the length of time required for deceleration, the range of conditions under which interference between carriers 21 can be avoided, the magnitude of generated acceleration, and the magnitude of generated vibration and noise, varies depending on the set values and function shapes associated with the correction coefficient determination method. Furthermore, in Embodiments 1-3, it would be time-consuming for the user to meticulously adjust the set values and function shapes applied to each linear track system 1A-1C. Therefore, the linear track system 1D of Embodiment 4 automatically or adaptively determines the set values associated with the correction coefficient determination method and the values associated with the design of the function shape.

[0207] Figure 17 : This is a diagram showing the internal structure of the linear rail control device and the conveying unit involved in the fourth embodiment. Figure 17 The implementation and Figure 1 In the linear track control device 10A of the illustrated embodiment 1, components having the same functions are denoted by the same reference numerals, and redundant descriptions are omitted.

[0208] Compared to the command generation unit 11A, the command generation unit 11D includes a correction coefficient determination unit 19D instead of the correction coefficient determination unit 19A. The command generation unit 11D also includes a learning unit 60 that the command generation unit 11A does not include.

[0209] Correction coefficient determination unit 19D compares correction coefficient determination unit 19A with correction coefficient determination unit 19A and determines correction coefficient k4 instead of correction coefficient k. Correction coefficient determination unit 19D uses the learning results (trained model 38 described later) obtained by learning unit 60 to estimate parameters (coefficient parameters 39) used in a correction function (hereinafter referred to as correction function F4) corresponding to correction coefficient k4, and generates correction function F4 using these coefficient parameters 39. Correction coefficient determination unit 19D then determines correction coefficient k4 based on correction function F4 and gap g.

[0210] As described above, the correction coefficient determination unit 19D determines the correction coefficient k4 by inferring the coefficient parameters 39 using the trained model 38. The coefficient parameters 39 are, for example, the setting value Z2, the setting value D2, and the setting value R2.

[0211] The learning unit 60 includes a learning data acquisition unit 61 and a model generation unit 62. The learning data acquisition unit 61 acquires learning data 37 including the gap g during the calibration period and the coefficient parameter 39 used to determine the correction coefficient k4 during the calibration period. The learning data 37 may include at least one of the position, velocity, acceleration, and jerk of the rear carrier 21P during the calibration period. At least one of the position, velocity, acceleration, and jerk of the rear carrier 21P during the calibration period is used to calculate the reward, which will be described later.

[0212] The correction period is when the correction coefficient k4 is applied to the driving of the rear carrier 21P. Specifically, the correction period is used to prevent interference between carriers 21 or to restore the rear carrier 21P to its pre-deceleration state. During the correction period, the position, velocity, acceleration, or jerk of the rear carrier 21P is corrected. The learning data acquisition unit 61 determines the correction period based on the gap g and the coefficient parameter 39. The learning data acquisition unit 61 transmits the learning data 37 during the correction period to the model generation unit 62.

[0213] Based on the learning data 37, the model generation unit 62 generates a trained model 38 for estimating coefficient parameters 39 (parameters of the correction function F4 used to determine the correction coefficient k4) according to the gap g. The model generation unit 62 includes a reward calculation unit 63 and a function update unit 64. Details of the reward calculation unit 63 and the function update unit 64 will be described later. The model generation unit 62 outputs the generated trained model 38 to the trained model storage unit 53.

[0214] The trained model storage unit 53 stores the trained model 38. The trained model 38 stored in the trained model storage unit 53 is read by the correction coefficient determination unit 19D.

[0215] The correction coefficient determination unit 19D includes an estimation data acquisition unit 65 and an estimation unit 66. The estimation data acquisition unit 65 acquires the estimation data 41 including the gap g. The estimation unit 66 estimates the coefficient parameters 39, which are correction coefficient determination parameters, based on the trained model 38 stored in the trained model storage unit 53 and the estimation data 41. The estimation unit 66 uses the coefficient parameters 39 to determine the correction function F4 and determines the correction coefficient k4 based on the correction function F4 and the gap g. The estimation unit 66 outputs the correction coefficient k4 to the sequence command generation unit 18.

[0216] Learning Stage

[0217] The learning algorithm used by the learning unit 60 can use well-known algorithms such as teacher learning, teacherless learning, and reinforcement learning. As an example, the case where reinforcement learning is applied to the learning algorithm used by the model generation unit 62 is described. In reinforcement learning, an agent (acting subject) in a certain environment observes the current state (parameters of the environment) and decides the action to be taken. The environment is dynamically changed by the actions of the agent, and rewards are given to the agent according to the changes in the environment. The agent repeats this action and learns the action policy that obtains the most rewards through a series of actions. The model generation unit 62 has a reward calculation unit 63 and a function update unit 64 for reinforcement learning.

[0218] The learning data acquisition unit 61 acquires learning data 37 including coefficient parameters 39 (action), which are parameters used to determine the correction coefficient, and gap g (state). During reinforcement learning, the learning data acquisition unit 61 can acquire time-series data of the coefficient parameters 39 and gap g during the correction period when the linear track system 1D is operated as a single dataset of learning data 37.

[0219] The learning data acquisition unit 61 acquires the coefficient parameter 39 set by the user or the coefficient parameter 39 preset in the linear track control device 10D as an initial value during the first learning. The coefficient parameter 39 used during the first learning is, for example, Figure 14 The coefficient parameters of the correction function F3 described in (set value Z2, set value D2, and set value R2) are obtained. Furthermore, the learning data acquisition unit 61 acquires the coefficient parameters 39 estimated by the estimation unit 66 during the second and subsequent learning.

[0220] Here, refer to Figure 18 , a method for determining the correction period during which the learning data 37 is obtained will be described. Figure 18 This is a diagram for explaining the correction period corresponding to the learning data obtained by the linear track control device involved in the fourth embodiment. Figure 18 , a method for determining the correction period during which the data included in the learning data 37 is acquired will be described. As described above, the data included in the learning data 37 includes at least one of the position of the rear carrier 21P, the velocity of the rear carrier 21P, the acceleration of the rear carrier 21P, and the jerk of the rear carrier 21P, the gap g, and the coefficient parameter 39. The correction period applied by the learning data acquisition unit 61 is the period during which the correction coefficient k4 corresponding to the learning data 37 is applied, and is set by the learning data acquisition unit 61.

[0221] Figure 18 The horizontal axis is time. Figure 18 The first section shows a waveform W41 representing the time lapse of the gap g. Figure 18 The second section shows a waveform W42 showing the time transition of the correction coefficient k4 corresponding to the gap g. Figure 18 , an example of time series data of the gap g and the correction coefficient k4 is shown.

[0222] exist Figure 18 The waveform W41 in the first section indicated by the solid line is an example of time series data of the gap g between the carriers 21 obtained when the linear rail system 1D is operated under specific conditions. Figure 18 The waveform W42 represented by the solid line in the second section is an example of the correction coefficient k4 obtained under the same specific conditions as the first section. The correction coefficient k4 represented by the waveform W42 may be a correction coefficient corresponding to the correction function F4 generated by the inference unit 66 using the estimated coefficient parameter 39, or may be a correction coefficient corresponding to the correction function F4 generated by the inference unit 66 using the estimated coefficient parameter 39. Figure 14 The correction coefficient corresponding to the correction function F3 described in .

[0223] exist Figure 18 The graph shown in the first section of FIG. 1 shows a set value H, which is a reference value for the size of the gap g set in advance by the user without implementing deceleration or the like for avoiding interference of the rear carrier 21P with the preceding carrier 21Q. Figure 18 The graph shown in the first stage of FIG. 1 shows a set value F which is a reference of the size of the gap g to be maintained in order to avoid interference between the rear carrier 21P and the preceding carrier 21Q. Here, F<H.

[0224] exist Figure 18 In the example shown in the first section of FIG, as shown by waveform W41, gap g is greater than set value H until time T1, decreases between set value H and set value F from time T1 to time T2, oscillates while attenuating near set value F from time T2 to time T3, and increases between set value H and set value F from time T3 to time T4. Furthermore, gap g is greater than set value H from time T4 to time T5, is less than or equal to set value H and greater than or equal to set value F from time T5 to time T6, and becomes greater than set value H after time T6.

[0225] exist Figure 18 The correction coefficient k4 represented by the waveform W42 in the second section of FIG. 1 is determined by the correction coefficient determination unit 19D based on the correction model. The correction model has a coefficient parameter 39 which is a parameter for determining the correction coefficient k4. The linear track control device 10D of the fourth embodiment uses the same correction model as the correction model. Figure 14The correction function F3 is equivalent to the correction function F3 shown in the third embodiment. That is, the linear trajectory control device 10D uses a correction function defined by setting values Z2, D2, R2, etc.

[0226] exist Figure 18 In the example shown in the second paragraph, as an example of the initial value of the coefficient parameter 39 at the start of learning, the correction coefficient k4 is shown when the value of the setting value F is applied to the setting value Z2, the value of the setting value Z2 is applied to the setting value D2, and the value of the setting value H is applied to the setting value R2. Figure 18 As shown, while the gap g exceeds the set value H, the correction coefficient k4 is saturated to "1", and while the gap g is less than the set value F, the correction coefficient k4 is saturated to "0".

[0227] While the description of Embodiment 4 illustrates the gap g and correction coefficient k4 at the aforementioned set values as an example of the result of learning start time, Embodiment 4 is not limited to this method. For example, the relationship between gap g and correction coefficient k4 will naturally change as learning progresses.

[0228] The learning data acquisition unit 61 extracts the correction period for determining the learning data 37 based on the gap g. For example, the learning data acquisition unit 61 extracts data for a series of periods in which the gap g continuously falls below the set value H and uses the data as the learning data 37 corresponding to one data set. For example, when the gap g is measured, Figure 18 In the case of the result shown in FIG. 1 , the learning data acquisition unit 61 sets the period from time T1 to time T4 as the correction period for generating the learning data 37 corresponding to one data set. Furthermore, the learning data acquisition unit 61 sets the period from time T5 to time T6 as the correction period for generating the learning data 37 corresponding to one data set. In this case, the learning data acquisition unit 61 sets the period from time T5 to time T6 as the correction period for generating the learning data 37 corresponding to one data set. Figure 18 As shown in the result, a correction period corresponding to two data sets in total is set, and learning data 37 corresponding to two data sets is generated.

[0229] Alternatively, the learning data acquisition unit 61 may extract the correction period for determining the learning data 37 using other methods. The learning data acquisition unit 61 may extract a series of periods in which the gap g is continuously lower than the set value H, and a period in which the gap g is lower than the set value F at least once, as the learning data 37 corresponding to one data set. In the case of using this method, the learning data acquisition unit 61 will Figure 18 The period from time T1 to time T4 is set as a correction period for generating the learning data 37. In this case, the learning data acquisition unit 61 Figure 18As shown in the result, a correction period corresponding to one data set is set in total, and learning data 37 corresponding to one data set is generated.

[0230] The learning data acquisition unit 61 acquires the coefficient parameter 39 used when obtaining data for each correction period as learning data 37 corresponding to the "action" of reinforcement learning described later. Alternatively, the learning data acquisition unit 61 may directly acquire the time series data of the correction coefficient k4 as one piece of learning data 37 instead of the coefficient parameter 39.

[0231] Furthermore, the learning data acquisition unit 61 acquires the time series data of the gaps g between each period as one piece of learning data 37 corresponding to the "state" of reinforcement learning described later. Alternatively, the learning data acquisition unit 61 may acquire the time series data of the gaps g between each period as one piece of learning data 37 after converting the time series data into feature quantities required for reward calculation described later, even if it does not store all the time series data of the gaps g between each period.

[0232] The model generation unit 62 learns the coefficient parameters 39 based on the learning data 37 including the coefficient parameters 39 and the gap g. In other words, the model generation unit 62 generates a trained model 38 that estimates the coefficient parameters 39 based on the gap g between the carriers 21 .

[0233] As representative methods of reinforcement learning, Q-learning and TD-learning are known. For example, in the case of Q-learning, the general update formula of the action-value function Q(s, a) is expressed by the following formula (7).

[0234] [Formula 7]

[0235]

[0236] In formula (7), s t represents the state of the environment at time t, a t Represents the action at time t. Through action a t , the state changes to s t+1 . r t+1 represents the reward brought by the change of its state, γ represents the discount rate, and α represents the learning coefficient. In addition, γ is in the range of 0<γ≤1, and α is in the range of 0<α≤1. In the fourth embodiment, the coefficient parameter 39 becomes the action a t , the gap g becomes state s t , the learning unit 60 calculates the state s at time t t The best action in a t To study.

[0237] The update formula expressed by equation (7) increases action value Q if the action value Q of action a with the highest Q value at time t+1 is greater than the action value Q of action a performed at time t. Otherwise, it decreases. In other words, the action value function Q(s, a) is updated so that the action value Q of action a at time t approaches the best action value at time t+1. Thus, the best action value in a given environment is propagated to the action value in the previous environment.

[0238] The reward calculation unit 63 calculates the reward based on the learning data 37. The reward calculation unit 63 calculates the reward r based on a specific reward criterion (a general term for the reward increase criterion and reward decrease criterion described later). For example, if the reward increase criterion is used, the reward calculation unit 63 increases the reward r (e.g., assigns a reward of "1"); on the other hand, if the reward decrease criterion is used, the reward calculation unit 63 decreases the reward r (e.g., assigns a reward of "-1").

[0239] Here, refer to the above Figure 18 The reward criterion will be described. The reward increase criterion is a criterion for determining whether the gap g performs the action desired by the user. The reward calculation unit 63 increases the reward r when the gap g performs the action desired by the user.

[0240] For example, the condition for satisfying the reward increase criterion may be a series of periods (in Figure 18 In the timing data shown, the lengths from time T1 to T4 and from time T5 to T6 are shorter than a specific set value. In other words, the reward calculation unit 63 provides a good reward when the trailing carrier 21P quickly returns to its pre-interference avoidance state after initiating the interference avoidance operation. With this configuration, the linear track system 1D can perform efficient control that allows for an avoidance operation close to the original instruction before correction.

[0241] The reward reduction criterion is a criterion for determining whether the gap g performs an action that the user does not want. If the gap g performs an action that the user does not want, the reward calculation unit 63 reduces the reward r.

[0242] For example, the condition for satisfying the reward reduction criterion may be that the minimum value of the gap g in a series of periods of the learning data 37 of a certain data set is less than the set value F ( Figure 18 The difference between the gap Gp1 at the time Tp1 and the set value F, that is, the difference amount B1, is larger than a preset set value Bx (not shown).

[0243] By determining the return reference as described above, the linear rail system 1D can minimize the amount by which the gap g between the trailing carrier 21P and the preceding carrier 21Q falls below the set value F, thereby achieving control with a high probability of avoiding interference between the carriers 21 .

[0244] Alternatively, a return reduction criterion may be determined based on information other than gap g. For example, the return reduction criterion may be satisfied when at least one of the driving force, acceleration, and jerk (jump) of the carrier 21 during the corresponding period exceeds a predetermined set value. By making such settings, the linear track system 1D can suppress at least one of the driving force, acceleration, and jerk (acceleration change) associated with interference avoidance, achieving control with minimal vibration and noise.

[0245] Furthermore, if the reward increase criterion is set so that the length of a series of periods becomes shorter as described above, it is possible to learn the trained model 38 in which the action of the gap g being slightly lower than the set value H and exceeding the set value H in a very short time is frequently repeated. Therefore, it is possible to learn the reward increase criterion from the time when the acquisition of one learning data 37 is completed ( Figure 18 from the time T4 of the next learning data 37 to the time when the next learning data 37 is acquired ( Figure 18 The reward reduction criterion is satisfied when the length of time from time T4 to time T5 (from time T4 to time T5) is less than a specific set value. Specifically, the reward calculation unit 63 can reduce the reward r if the length of time from time T4 to time T5 during which no learning data 37 is acquired is less than a specific set value. As described above, the linear track system 1D can be configured to impose a penalty (setting that reduces the reward r) when the linear track system 1D exhibits unnatural behavior, such as when the gap g slightly vibrates near the boundary of the set value H, thereby increasing the reward r.

[0246] In addition, various reward criteria are also considered to improve control efficiency and the probability of avoiding interference by adjusting the driving force, gap g, the position of the carrier 21, the speed of the carrier 21, the acceleration of the carrier 21, and the jerk of the carrier 21, etc., which are associated with the action used to avoid interference. For example, the linear track system 1D sets an upper limit on the RMS (Root Mean Square) of the driving force instruction 31 as a reward benchmark, and uses the condition of exceeding the upper limit as a condition for satisfying the reward reduction benchmark, thereby achieving control with low energy required for driving. In addition, the linear track system 1D sets an upper limit on the average value of the gap g, and uses the condition of exceeding the upper limit as a condition for satisfying the reward reduction benchmark, thereby achieving control with an average small gap g. In addition, the linear track system 1D sets an upper limit on the maximum value of the signal obtained by applying a high-pass filter to the frequency of the gap g, and uses the condition of exceeding the upper limit as a condition for satisfying the reward reduction benchmark, thereby achieving control with low vibration of the gap g.

[0247] The above-mentioned reward-increasing benchmark and reward-decreasing benchmark can be appropriately combined. In addition, the reward benchmark described as the reward-increasing benchmark can be changed to the reward-decreasing benchmark by reversing the size relationship of the values to be compared. Similarly, the reward benchmark described as the reward-decreasing benchmark can be changed to the reward-increasing benchmark by reversing the size relationship of the values to be compared. That is, when the condition for satisfying the reward-increasing benchmark is satisfying condition X1, the reward-increasing benchmark can be changed to the reward-decreasing benchmark by setting the condition for satisfying the reward-decreasing benchmark to not satisfying condition X1. Similarly, when the condition for satisfying the reward-decreasing benchmark is satisfying condition X2, the reward-decreasing benchmark can be changed to the reward-increasing benchmark by setting the condition for satisfying the reward-increasing benchmark to not satisfying condition X2.

[0248] The function updating unit 64 updates the function for determining the coefficient parameter 39 according to the reward r calculated by the reward calculating unit 63, and outputs it to the trained model storage unit 53. For example, in the case of Q learning, the function updating unit 64 uses the action value function Q(s) represented by formula (7) t , a t ) as a function for calculating the coefficient parameter 39.

[0249] The learning unit 60 repeatedly performs the above learning. The trained model storage unit 53 updates the action value function Q(s) updated by the function updating unit 64. t , a t ), that is, the trained model 38 is stored.

[0250] Next, use Figure 19 , the learning process of the learning unit 60 is explained. Figure 19 This is a flowchart showing the processing procedure of the learning process executed by the linear track control device according to the fourth embodiment.

[0251] The learning data acquisition unit 61 acquires the coefficient parameter 39 and the gap g as the learning data 37 (step S21 ). The learning data acquisition unit 61 sends the learning data 37 to the model generation unit 62 .

[0252] The model generator 62 calculates the reward r based on the coefficient parameter 39 and the gap g (step S22). Specifically, the reward calculator 63 obtains the coefficient parameter 39 and the gap g and determines whether to increase the reward r based on a predetermined reward standard (step S23).

[0253] If the reward calculation unit 63 determines that the reward r should be increased (step S23, Yes), the reward calculation unit 63 increases the reward r (step S24). On the other hand, if the reward calculation unit 63 determines that the reward should be decreased (step S23, No), the reward calculation unit 63 decreases the reward r (step S25).

[0254] After steps S24 and S25, the function updating unit 64 updates the action value function Q(s) represented by equation (7) stored in the trained model storage unit 53 based on the reward r calculated by the reward calculation unit 63. t , a t ) is updated (step S26).

[0255] The learning unit 60 repeatedly executes the above-mentioned processing from step S21 to step S26, and makes the generated action-value function Q(s t , a t ) is stored as a trained model 38 in the trained model storage unit 53.

[0256] Furthermore, to obtain more learning data 37, the inference unit 66 may determine and output new coefficient parameters 39 each time steps S21 to S26 are repeated. This allows the linear track system 1D to operate using the new coefficient parameters 39 and obtain a new gap g. Thus, by obtaining new learning data 37 based on information such as the newly obtained gap g, the linear track system 1D can perform learning suitable for various conditions.

[0257] Furthermore, in the fourth embodiment, the case where the trained model storage unit 53 is provided outside the learning unit 60 is described. However, the trained model storage unit 53 may be arranged inside the learning unit 60 .

[0258] <Effective use stage>

[0259] Next, the operation of the correction coefficient determination unit 19D will be described. The estimation data acquisition unit 65 acquires the gap g at each time point for determining the correction coefficient k4. The estimation data acquisition unit 65 sends the estimation data 41 including the gap g to the estimation unit 66.

[0260] The inference unit 66 reads the trained model 38 from the trained model storage unit 53. The inference unit 66 uses the trained model 38 to infer the coefficient parameters 39. Specifically, the inference unit 66 inputs the gap g acquired by the estimation data acquisition unit 65 into the trained model 38, thereby inferring the coefficient parameters 39 appropriate for the gap g.

[0261] The estimation unit 66 generates a correction function F4 defined by the estimated coefficient parameters 39 and determines the correction coefficient k4 by inputting the gap g into the correction function F4. The estimation unit 66 sends the estimated coefficient parameters 39 to the learning data acquisition unit 61 and sends the determined correction coefficient k4 to the sequence command generation unit 18.

[0262] In addition, in embodiment 4, the case where the inference unit 66 uses the trained model 38 learned by the model generation unit 62 to output the coefficient parameters 39 is described, but the inference unit 66 can also obtain the trained model 38 from other linear track systems and output the coefficient parameters 39 based on the trained model 38.

[0263] Next, use Figure 20 , the process of inferring the coefficient parameter 39 by the inference unit 66 is explained. Figure 20 This is a flowchart showing the processing procedure of the estimation process executed by the linear track control device according to the fourth embodiment.

[0264] The estimation data acquisition unit 65 acquires the gap g at each time as the estimation data 41 (step S31 ). The estimation data acquisition unit 65 sends the estimation data 41 including the gap g to the estimation unit 66 .

[0265] The inference unit 66 reads the trained model 38 from the trained model storage unit 53. The inference unit 66 inputs the gap g to the trained model 38 read from the trained model storage unit 53 (step S32) to obtain the coefficient parameters 39. The inference unit 66 sets the obtained coefficient parameters 39 in the correction function F4. In other words, the inference unit 66 generates the correction function F4 with the coefficient parameters 39 set (step S33). The correction function F4 generated by the inference unit 66 can be stored in the inference unit 66 or stored externally. If the correction function F4 is stored in a storage device located externally to the inference unit 66, the inference unit 66 outputs the correction function F4 to the external storage device.

[0266] Correction function F4 is defined using the output coefficient parameter 39. Correction function F4 corresponds to correction coefficient k4. The inference unit 66 determines correction coefficient k4 based on the gap g and correction function F4. Specifically, the inference unit 66 inputs gap g into the correction function F4 to determine the correction coefficient k4 (step S34). The inference unit 66 transmits the determined correction coefficient k4 to the sequence command generation unit 18.

[0267] The linear track control device 10D repeats steps S31 to S34 in each cycle in which the correction coefficient k4 is updated, thereby realizing efficient operation of the linear track system 1D with less vibration and noise based on the trained model 38 obtained through learning.

[0268] In the fourth embodiment, reinforcement learning is applied to the learning algorithm used by the inference unit 66, but the present invention is not limited thereto. In addition to reinforcement learning, tutored learning or semi-tutored learning can also be applied to the learning algorithm.

[0269] In addition, as a learning algorithm used in the model generation unit 62, deep learning that learns by extracting the feature value itself can also be used, or machine learning can be performed according to other well-known methods, such as neural networks, genetic programming, functional logic programming, support vector machines, etc.

[0270] The learning unit 60 and the inference unit 66 may be separate devices from the linear track system 1D and connected to the linear track system 1D via a network, for example. Alternatively, the learning unit 60 and the inference unit 66 may be located on a cloud server.

[0271] Furthermore, the model generation unit 62 can learn the coefficient parameters 39 using learning data 37 acquired from multiple linear track systems. Furthermore, the model generation unit 62 can acquire learning data 37 from multiple linear track systems operating in the same area, or can learn the coefficient parameters 39 using learning data 37 collected from multiple linear track systems operating independently in different areas. Furthermore, the linear track control device that collects learning data 37 can be added to or removed from the target midway. Furthermore, the learning unit 60 that has learned the coefficient parameters 39 for a certain linear track system can be applied to another linear track system, and the coefficient parameters 39 for that other linear track system can be relearned and updated.

[0272] As described above, the learning unit 60 of the linear track control device 10D according to the fourth embodiment generates a trained model 38 for estimating the coefficient parameters 39 of the correction function F4, and the correction coefficient determination unit 19D estimates the coefficient parameters 39 using the trained model 38. Thus, the user of the linear track system 1D can achieve efficient control with less vibration and noise, even without having to set the coefficient parameters 39 of the correction function F4 in detail.

[0273] Here, the hardware configuration of the linear track control devices 10A to 10D will be described. Note that the linear track control devices 10A to 10D have the same hardware configuration, so here, the hardware configuration of the linear track control device 10A will be described.

[0274] Figure 21 This figure shows an example of a hardware configuration for implementing the linear track control device according to Embodiment 1. The linear track control device 10A can be implemented using an input device 300, a processor 100, a memory 200, and an output device 400. Examples of the processor 100 include a CPU (also known as a Central Processing Unit, central processing unit, processing device, computing device, microprocessor, microcomputer, DSP (Digital Signal Processor)) or a system LSI (Large Scale Integration). Examples of the memory 200 include RAM (Random Access Memory) and ROM (Read Only Memory).

[0275] The linear track control device 10A is implemented by the processor 100 reading and executing a computer-executable control program (linear track control program) stored in the memory 200 for executing the operations of the linear track control device 10A. The program for executing the operations of the linear track control device 10A, or the control program, can be said to be the procedure or method that causes a computer to execute the linear track control device 10A.

[0276] The control program executed by the linear track control device 10A becomes a module structure including the instruction generation unit 11A and the drive control units C1~Cm. The instruction generation unit 11A and the drive control units C1~Cm are downloaded to the main storage device and generated on the main storage device.

[0277] The position detector 52 of the input device 300 receives the rear position information 40P and the preceding position information 40Q and transmits them to the processor 100 .

[0278] The memory 200 stores control programs, etc. The memory 200 is also used as a temporary memory when the processor 100 executes various processes. The output device 400 outputs a current to the stator 51 .

[0279] The control program can be provided as a computer program product by storing it in a computer-readable storage medium in an installable or executable format. Alternatively, the control program can be provided to the linear track control device 10A via a network such as the Internet. Furthermore, the functions of the linear track control device 10A may be partially implemented using dedicated hardware such as dedicated circuits and partially implemented using software or firmware.

[0280] Alternatively, the hardware configuration of the command generation unit 11A may be set to Figure 21In addition, the hardware structure of the drive control unit C1 to Cm can also be set to Figure 21 In addition, a part of the instruction generation unit 11A to 11D (for example, the learning unit 60 and the correction coefficient determination unit 19D) may be set as Figure 21 The hardware structure shown.

[0281] The hardware structure of the linear track control devices 10A to 10D may also include multiple processors, multiple memories, multiple input devices, and multiple output devices. Furthermore, the linear track control devices 10A to 10D may be a control device comprised of a single housing, or they may be divided into multiple housings, each housing having a processor, memory, input device, and output device, with the housings working together to form the linear track control devices 10A to 10D.

[0282] The configuration shown in the above embodiment is merely an example, and can be combined with other known technologies, and the embodiments can be combined with each other. Part of the configuration can also be omitted or changed without departing from the scope of the invention.

[0283] Description of the label

[0284] 1A-1D linear track system, 10A-10D linear track control device, 11A-11D instruction generation unit, 12 motion control unit, 13 current control unit, 16 subtractor, 17 target setting unit, 18 timing instruction generation unit, 19A-19D correction coefficient determination unit, 21 carrier, 21P rear carrier, 21Q leading carrier, 30 timing instruction, 31 driving force instruction, 34 target position, 37 learning data, 38 trained model, 39 coefficient parameter, 40P rear position information, 40Q leading position Information, 41 Inference data, 50 Conveying unit, 51 Stator, 52 Position detector, 53 Trained model storage unit, 55 Conveying path, 60 Learning unit, 61 Learning data acquisition unit, 62 Model generation unit, 63 Feedback calculation unit, 64 Function update unit, 65 Inference data acquisition unit, 66 Inference unit, 100 Processor, 200 Memory, 300 Input device, 400 Output device, C, C1~Cm drive control unit, F1~F4 correction functions, g, Gp1 gap, k, k2~k4 correction coefficients.

Claims

1. A linear track control device, characterized in that: have: a drive control unit that controls a current flowing between a first carrier moving along a conveyance path in which a stator is disposed and the stator for generating a driving force, and controls a current flowing between a second carrier disposed in a direction of travel of the first carrier and the stator for generating a driving force; as well as a command generating unit that generates a timing command for defining at least one of the position, velocity, and acceleration of the first carrier in a time series and outputs the command to the drive control unit; The instruction generation unit includes: a target setting unit that sets a target value representing a target of the position or speed of the first carrier; a correction coefficient determination unit that determines a correction coefficient for correcting any one of the position, velocity, and acceleration of the first carrier based on a gap that is a relative value between position information indicating the position of the first carrier on the conveyance path and position information indicating the position of the second carrier on the conveyance path; and A timing command generating unit generates the timing command based on the target value and the correction coefficient.

2. The linear track control device according to claim 1, characterized in that: The correction coefficient is a coefficient for correcting a speed instruction, and the speed instruction is used to instruct the speed of the first carrier. The correction coefficient determination unit determines the correction coefficient by inputting the value of the gap into a correction function that represents the relationship between the gap and the correction coefficient.

3. The linear track control device according to claim 2, characterized in that: The correction coefficient determination unit determines the correction coefficient represented by 0 to 1 based on the correction function.

4. The linear track control device according to claim 2 or 3, characterized in that: The correction coefficient determination unit determines the correction coefficient based on the correction function proportional to the square root of a calculation value calculated using the gap.

5. The linear track control device according to claim 4, characterized in that: The correction coefficient determination unit determines the correction coefficient based on the correction function proportional to the square root of a calculation value calculated using the gap.

6. The linear track control device according to claim 2 or 3, characterized in that: The correction function includes a first correction function proportional to the square root of a calculated value calculated using the gap and a second correction function proportional to the gap. The first correction function is set in the range of the gap, that is, the first gap range, The second correction function is set to the range of the gap, that is, the second gap range, The value of the gap included in the first gap range is greater than the value of the gap included in the second gap range.

7. The linear track control device according to claim 1, characterized in that: The correction coefficient is a coefficient for correcting a position instruction, and the position instruction is used to instruct the position of the first carrier. The correction coefficient determination unit determines the correction coefficient by inputting the value of the gap into a correction function that represents the relationship between the gap and the correction coefficient.

8. The linear track control device according to any one of claims 1 to 7, characterized in that: Also features: a learning data acquisition unit that acquires learning data including a correction coefficient determination parameter that is a parameter for determining the correction coefficient and the gap corresponding to the correction coefficient determination parameter; and A model generation unit generates a trained model for estimating the correction coefficient determination parameter from the gap based on the learning data.

9. The linear track control device according to claim 8, characterized in that: The learning data includes at least one of the gap during a correction period (a period in which the position of the first carrier is corrected), the position of the first carrier, the speed of the first carrier, the acceleration of the first carrier, and the jerk of the first carrier.

10. The linear track control device according to claim 8 or 9, characterized in that: The correction coefficient determination unit includes: an estimation data acquisition unit that acquires estimation data including the gap; and An inference unit infers the correction coefficient determination parameter based on the trained model and the inference data, and determines the correction coefficient using the correction coefficient determination parameter.

11. A linear track system, characterized in that: have: a conveying path configured with a stator; a first carrier moving along the conveying path; a second carrier disposed in the traveling direction of the first carrier; and A linear track control device drives the first carrier and the second carrier, The linear track control device has: a drive control unit that controls a current for generating a driving force between the stator and the first carrier, and controls a current for generating a driving force between the stator and the second carrier; as well as a command generating unit that generates a timing command for defining at least one of the position, velocity, and acceleration of the first carrier in a time series and outputs the command to the drive control unit; The instruction generation unit includes: a target setting unit that sets a target value representing a target of the position or speed of the first carrier; a correction coefficient determination unit that determines a correction coefficient for correcting any one of the position, velocity, and acceleration of the first carrier based on a gap that is a relative value between position information indicating the position of the first carrier on the conveyance path and position information indicating the position of the second carrier on the conveyance path; and A timing command generating unit generates the timing command based on the target value and the correction coefficient.

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