Linear track control unit and linear track system

Abstract

Linear path control unit (10A; 10B; 10C; 10D), comprising: a drive control section (C1) which controls a current to generate a driving force between a first carriage (21P), which moves along a transport path (55) on which a stator (51) is arranged, and the stator (51), and which controls a current to generate a driving force between a second carriage (21Q), which is arranged in a direction of travel of the first carriage (21P), and the stator (51); and a command generation section (11A; 11B; 11C; 11D) which generates a time series command (30) which defines a position and / or a velocity and / or an acceleration of the first carriage (21P) in time series, and which outputs the time series command (30) to the drive control section (C1), wherein the command generation section (11A; 11B; 11C;11D) comprises: a setpoint adjustment section (17) which sets a setpoint (34) which specifies a target position or speed of the first car (21P); a correction coefficient determination section (19A; 19B; 19C; 19D) which, based on a gap (g) which is a relative value between position information (40P) specifying a position of the first car (21P) on the transport route (55) and position information (40Q) specifying a position of the second car (21Q) on the transport route (55), determines a correction coefficient (k) to correct a position, speed, or acceleration of the first car (21P); and a time series instruction generation section (18) which generates the time series instruction (30) based on the setpoint (34) and the correction coefficient (k), wherein the correction coefficient determination section (19A; 19B; 19C;19D) determines the correction coefficient (k) by inputting a value of the gap (g) into a correction function (F1; F2; F3; F4) which represents a relationship between the gap (g) and the correction coefficient (k).;

Description

Area

[0001] The present disclosure relates to a linear path control device and a linear path system that control a linear path. background

[0002] By moving multiple moving elements (hereinafter referred to as carriages) equipped with permanent magnets along a conveying path on which a long stator with an electromagnetic coil is arranged, a linear track system realizes a physical distribution system for an object placed on the carriages. In this linear track system, a higher-level control system can independently issue a command for a position, speed, acceleration, or the like to a large number of carriages. Each carriage is independently controlled by the higher-level control system, but there is a possibility that unexpected interference (e.g., contact, collision, etc.) may occur between carriages depending on the setting of a given command.

[0003] The linear track system described in Patent Literature 1 obtains a speed limit for preventing interference between carriages along a conveyance route based on a gap, which is a relative distance between a preceding carriage and a following carriage, and a moving speed of the preceding carriage. Citation listPatent literature

[0004] Patent Literature 1: Japanese Patent Application, Publication No. 2009 - 187 239 Brief description of the inventionProblem to be solved by the invention

[0005] However, in the technique of Patent Literature 1 described above, there is a problem that processing of acceleration to return to the operation before braking after braking to avoid interference between cars is complicated.

[0006] The present disclosure has been made in view of the above, and its object is to provide a linear path control apparatus capable of easily returning to the operation before braking while avoiding interference between carriages. Means of solving the problem

[0007] To solve the problems described above and achieve the object, a linear path control device according to the present disclosure includes a drive control section that controls a current for generating a driving force between a first carriage moving along a conveyance path on which a stator is arranged and the stator, and that controls a current for generating a driving force between a second carriage arranged in a traveling direction of the first carriage and the stator. Furthermore, the linear path control device according to the present disclosure includes a command generation section that generates a time-series command defining at least one of the position, the speed, and the acceleration of the first carriage in time series, and outputs the time-series command to the drive control section.The command generation section includes: a target setting section that sets a target value indicating a target of a position or a speed of the first carriage; a correction coefficient determination section that determines a correction coefficient for correcting a position, a speed, or an acceleration of the first carriage based on a gap that is a relative value between position information indicating a position of the first carriage on the conveyance path and position information indicating a position of the second carriage on the conveyance path; and a time-series command generation section that generates the time-series command based on the target value and the correction coefficient. Effects of the invention

[0008] The linear track control apparatus according to the present disclosure can achieve the effect of easily returning to the operation before braking while avoiding interference between carriages. Short description of the drawings Fig. 1 is a diagram showing a configuration of a linear path system including a linear path control apparatus according to the first embodiment. Fig. 2 is a diagram showing an internal configuration of the linear path control apparatus and the conveyance unit according to the first embodiment. Fig. 3 is a flowchart showing a procedure for processing executed by the command generation section of the linear path control apparatus according to the first embodiment. Fig. 4 is a diagram for explaining a correction coefficient determined by the linear path control apparatus according to the first embodiment. Fig. 5 is a diagram showing an example of a time series instruction of a comparative example. Fig. 6 is a diagram showing an example of a time series command generated by the linear path control apparatus according to the first embodiment. Fig. 7 is a diagram showing an example of the corrected time series command in a case where the linear path control apparatus according to the first embodiment returns to the original operation after the braking of the rear carriage. Fig. 8 is a diagram showing a configuration of a linear path system including a linear path control apparatus according to the second embodiment. Fig. 9 is a diagram showing an internal configuration of the linear path control apparatus and the conveyance unit according to the second embodiment. Fig. 10 is a diagram for explaining a correction coefficient determined by the linear path control apparatus according to the second embodiment. Fig. 11 is a diagram showing an example of a time series command generated by the linear path control apparatus according to the second embodiment. Fig. 12 is a diagram showing a configuration of a linear path system including a linear path control apparatus according to the third embodiment. Fig. 13 is a diagram showing an internal configuration of the linear path control apparatus and the conveyance unit according to the third embodiment. Fig. 14 is a diagram for explaining a correction coefficient determined by the linear path control apparatus according to the third embodiment. Fig. 15 is a diagram showing an example of a time series command generated by the linear path control apparatus according to the third embodiment. Fig. 16 is a diagram showing a configuration of a linear path system including a linear path control apparatus according to the fourth embodiment. Fig. 17 is a diagram showing an internal configuration of the linear path control apparatus and the conveyance unit according to the fourth embodiment. Fig. 18 is a diagram for explaining a correction period associated with learning data acquired by the linear path control apparatus according to the fourth embodiment. Fig. 19 is a flowchart showing a procedure for a learning process executed by the linear path control apparatus according to the fourth embodiment. Fig. 20 is a flowchart showing a procedure for an inference process executed by the linear path control apparatus according to the fourth embodiment. Fig. 21 is a diagram showing an exemplary hardware configuration for implementing the linear path control apparatus according to the first embodiment. Description of embodiments

[0009] Hereinafter, a linear path control apparatus and a linear path system according to embodiments of the present disclosure will be described in detail with reference to the drawings. First embodiment.

[0010] Fig. 1 is a diagram showing a configuration of a linear track system including a linear track control device according to the first embodiment. A linear track system 1A, which is shown in Fig. 1, for example, includes a linear path control device 10A, a conveying unit 50, a conveying path 55, and a plurality of carriages (movable elements) 21.

[0011] The linear path control device 10A controls a current to generate a driving force in each carriage 21 according to a user setting. The conveying unit 50 generates a driving force in the carriage 21 through the current from the linear path control device 10A. The conveying path 55 is formed by a combination of several conveying units 50. Each carriage 21 moves on the conveying path 55 along the conveying units 50. Although Fig. 1 shows a case where the shape of the conveying path 55 is a ring shape in which a straight line and a curved line are combined, the shape of the conveying path 55 is not limited to the ring shape.

[0012] The linear path control device 10A includes a command generation section 11A and drive control sections C1 to Cm (m is a natural number). The command generation section 11A generates a time-series command (correction time-series command) 30 obtained by correcting a time-series command in which the position and / or the speed and / or the acceleration of each carriage 21 is defined in time series. The drive control sections C1 to Cm control the current for generating the driving force in each carriage 21 based on the time-series command 30 and the position information indicating the position of each carriage 21 on the conveying path 55. In the following description, the drive control sections C1 to Cm may be referred to as drive control sections C when it is not necessary to distinguish between the drive control sections C1 to Cm.

[0013] The drive control sections C1 to Cm control the conveyance unit 50 by controlling the current sent to the conveyance units 50. For example, a single drive control section C controls the current sent to a single conveyance unit 50.

[0014] Each conveyance unit 50 can drive a plurality of carriages 21. Note that in the following description, a carriage 21 leading among the carriages 21 on the conveyance path 55 may be referred to as a leading carriage 21Q, and a carriage behind the leading carriage 21Q on the conveyance path 55 may be referred to as a rear carriage 21P. From the perspective of the rear carriage 21P, the leading carriage 21Q is the carriage 21 in front of the rear carriage 21P on the conveyance path 55 in the direction of travel along the conveyance path 55 of the rear carriage 21P. From the perspective of the leading carriage 21Q, the rear carriage 21P is the carriage 21 behind the leading carriage 21Q on the conveyance path 55 in the direction of travel along the conveyance path 55 of the leading carriage 21Q. The rear car 21P is the first car, and the leading car 21Q is the second car.It is assumed that there is no other car 21 between the preceding car 21Q and the rear car 21P.

[0015] An example of a hardware configuration of the command generation section 11A is a programmable logic controller (PLC), and an example of a hardware configuration of the drive control section C1 is a linear motor driver.

[0016] Next, with reference to Fig. 2 describes an example of the configuration and operation of the linear path control device 10A. Fig. 2 is a diagram showing an internal configuration of the linear path control device and the conveying unit according to the first embodiment. In Fig. 2, a case is described in which the drive control section C1 performs drive control of the rear carriage 21P. Therefore, in Fig. 2, an illustration of the drive control sections C2 to Cm is omitted. In this way, the linear track system 1A also controls the driving of the carriage 21, which is different from the rear carriage 21P, and includes a plurality of drive control sections C and a plurality of conveyance units 50 (not shown). When the drive control section C1 controls the driving of the rear carriage 21P, the preceding carriage 21Q can be driven and controlled by any of the drive control sections C1 to Cm. Fig. 2, the conveyor unit 50, which includes a stator 51 that generates a driving force for the preceding carriage 21Q, is not shown.

[0017] The linear path control device 10A includes the command generation section 11A, the drive control section C, and a subtractor 16. The command generation section 11A includes a target setting section 17, a correction coefficient determination section 19A, and a time-series command generation section 18.

[0018] The target setting section 17 determines a target position 34, which is a target value of a position before correction, for the rear carriage 21P, which is one of the plurality of carriages 21. The target setting section 17 sends the target position 34 to the time-series command generation section 18.

[0019] The correction coefficient determining section 19A determines a correction coefficient k for correcting the position, speed, or acceleration of the rear carriage 21P based on a gap g, which is a relative position (relative value) on the conveyance path 55 between the rear carriage 21P and the preceding carriage 21Q, which is a carriage 21 different from the rear carriage 21P. The correction coefficient determining section 19A sends the correction coefficient k to the time-series command generating section 18.

[0020] The time-series command generation section 18 determines the time-series command 30, which defines the position and / or the speed and / or the acceleration of the rear carriage 21P in time series, based on the target position 34 and the correction coefficient k. For example, the time-series command generation section 18 calculates a time-series speed command for the rear carriage 21P based on the target position 34 and corrects the speed command with the correction coefficient k to generate the time-series command 30. The correction coefficient k in this case is a coefficient for correcting the speed command. Furthermore, the time-series command 30 is, for example, a command that defines the speed of the rear carriage 21P in time series.It should be noted that, even in a case where the speed command is corrected by the correction coefficient k, the time series command generating section 18 can generate the time series command 30 which defines the position or acceleration of the rear carriage 21P in time series.

[0021] Further, the time-series command generation section 18 may, for example, calculate a time-series position command for the rear carriage 21P based on the target position 34 and generate the time-series command 30 by correcting the position command with the correction coefficient k. The correction coefficient k in this case is a coefficient for correcting the position command. Further, the time-series command 30 is, for example, a position command that defines the position of the rear carriage 21P in time series. Note that, even in a case where the position command is corrected by the correction coefficient k, the time-series command generation section 18 may generate the time-series command 30 that defines the speed or acceleration of the rear carriage 21P in time series. The time-series command generation section 18 inputs the time-series command 30 to the drive control section C1.

[0022] Here, a relationship between the rear carriage 21P and the leading carriage 21Q is described. The rear carriage 21P is one of the carriages 21 whose position, speed, or acceleration is corrected to avoid interference between the carriages 21. The leading carriage 21Q is one of the carriages 21 that is arranged in front of the rear carriage 21P in the traveling direction. In the first embodiment, a correction of the position, speed, or acceleration of the rear carriage 21P, which is one of the two carriages 21, is described. Note that in the linear track system 1A in which three or more carriages 21 are arranged, it is of course conceivable that another carriage 21 is arranged in front of the leading carriage 21Q in the traveling direction. In this case, the leading carriage 21Q is the rear carriage 21P from the perspective of the other carriage 21.

[0023] Furthermore, even in a case where two cars 21 are present, if the conveyance path 55 is annular, the rear car 21P is arranged in front of the leading car 21Q in the direction of travel. In this case, one of the two cars 21 is the leading car 21Q and also the rear car 21P for the other. Furthermore, the other of the two cars 21 is the leading car 21Q and also the rear car 21P for the first.

[0024] In the configuration where the conveyance path 55 branches, there is also a case where a plurality of carriages 21 can be regarded as the leading carriage 21Q for a trailing carriage 21P. In this case, the linear track system 1A can further reduce the possibility of interference between the carriages 21 in the entire linear track system 1A by applying the control described in the first embodiment to the plurality of carriages 21 in parallel or individually. This means that the linear track system 1A can further reduce the possibility of interference between the carriages 21 by controlling the trailing carriage 21P for each of the leading carriages 21Q.

[0025] The gap g, which is a relative position of the rear carriage 21P with respect to the leading carriage 21Q, is a difference between the position of the rear carriage 21P and the position of the leading carriage 21Q (difference in moving distance on the conveyance path 55). As the gap g decreases, the carriages 21 may interfere with each other (contact or collision). Each carriage 21 has a physical size, and the center of coordinates of the position is measured, for example, with the proximity of the center of the carriage 21 as zero (unit is, for example, millimeters). Therefore, in the description of the first embodiment, it should be noted that interference between the carriages 21 may occur before the value of the gap g becomes zero.

[0026] It should be noted that, unlike the description of the first embodiment, in a case where the position of each carriage 21 is fixed at a physical end (alternatively, the outer side of the end portion) of the carriage or the like, the carriages 21 cannot interfere with each other until the value of the gap g becomes zero or less than zero. Even in such a case, the correction coefficient determining section 19A determines the correction coefficient k taking into account the offset of the gap g.

[0027] The drive control section C1 includes a motion control section 12 and a current control section 13. The conveyance unit 50 includes the stator 51 and a position detector 52. The stator 51 receives the current controlled by the drive control section C1 and generates a driving force in the rear carriage 21P.

[0028] The position detector 52 detects the position of the carriage 21, for example, the rear carriage 21P. That is, the position detector 52 detects the relative position between the carriage 21 and the stator 51. Like the rear position information 40P, the forward position information 40Q is also detected by the position detector 52. The position detector 52 sends the rear position information 40P, which indicates the position of the rear carriage 21P on the conveying path 55, to the motion control section 12 and the subtractor 16.

[0029] The motion control section 12 generates a driving force command 31 that defines the driving force to be generated for the rear carriage 21P in a time-series manner so that the rear position information 40P follows the position, speed, or acceleration specified by the time-series command 30. That is, the motion control section 12 generates the time-series driving force command 31 such that the position, speed, or acceleration specified by the time-series command 30 matches the position, speed, or acceleration of the rear carriage 21P corresponding to the rear position information 40P. The motion control section 12 transmits the driving force command 31 to the current control section 13.

[0030] The current control section 13 controls a current for generating a driving force in the rear carriage 21P based on the driving force command 31. The motion control section 12 and the current control section 13 control the driving of the carriage 21 using a technique such as feedback control so that a physical quantity, such as the position of the carriage 21, follows a command value. That is, the drive control section C1 controls the current supplied to the stator 51 to generate the driving force for moving the rear carriage 21P in the traveling direction between the rear carriage 21P and the stator 51 through the motion control section 12 and the current control section 13.

[0031] The motion control section 12 and the current control section 13 may use a control method other than the feedback control, for example, feedforward control, or may combine feedforward control and feedback control.

[0032] The subtractor 16 calculates the gap g based on the leading position information 40Q indicating the position of the leading carriage 21Q on the conveyance path 55 and the trailing position information 40P. Specifically, the subtractor 16 calculates the gap g along the conveyance path 55 by subtracting the coordinates on the conveyance path 55 indicated by the trailing position information 40P along the conveyance path 55 from the coordinates on the conveyance path 55 indicated by the leading position information 40Q. The subtractor 16 sends the gap g, which is the subtraction result, to the correction coefficient determining section 19A.

[0033] The rear carriage 21P receives the driving force from the conveying unit 50 and performs a production activity (e.g., conveying articles, gripping workpieces, assembling parts, packaging products, processing materials, and the like) using the linear track system 1A.

[0034] An example of the hardware configuration of the stator 51 is an electromagnet, an example of the hardware configuration of the carriage 21 is a permanent magnet, and an example of the hardware configuration of the position detector 52 is a linear encoder.

[0035] The target setting section 17 may output a target speed, which is a target value of the speed before correction for the rear carriage 21P, to the time-series command generation section 18 instead of the target position 34. In this case, the time-series command generation section 18 generates a time-series command obtained by correcting the time-series speed command corresponding to the target speed with the correction coefficient k, and sends the time-series command to the motion control section 12. The motion control section 12 calculates the speed of the rear carriage 21P by differentiating the rear position information 40P and performs feedback control based on the speed of the rear carriage 21P.That is, the motion control section 12 generates the driving force command 31, which defines the driving force to be generated for the rear carriage 21P in time series, so that the speed of the rear carriage 21P follows the speed command specified by the time series command 30.

[0036] The correction coefficient k can be a correction coefficient for correcting the position command, the velocity command, or the acceleration command. The following description mainly describes a case where the correction coefficient k is a correction coefficient for correcting the velocity command.

[0037] Next, the operation of the target setting section 17, the correction coefficient determining section 19A and the time series command generating section 18 will be described in detail with reference to Fig. 3 described. Fig. 3 is a flowchart showing a procedure for processing executed by the command generation section of the linear path control apparatus according to the first embodiment. Fig. 3, the operation of the target setting section 17, the correction coefficient determining section 19A and the time series command generating section 18 will be described.

[0038] First, the target setting section 17 determines the target position 34 for the rear carriage 21P to be controlled (step S11). The target setting section 17 of the first embodiment determines a value indicating the final position of the rear carriage 21P as the target position 34. As described above, the control method of setting the final position and moving the control target from the initial position to the final position is referred to as position control or point-to-point (PTP) control. The target setting section 17 sends the set target position 34 to the time-series command generation section 18.

[0039] The subtractor 16 calculates the gap g, which is a difference between the positions of the rear carriage 21P and the leading carriage 21Q, and sends the gap g to the correction coefficient determining section 19A. As a result, the correction coefficient determining section 19A obtains the gap g (step S12). Note that the linear track system 1A needs to identify the leading carriage 21Q for the rear carriage 21P from among the multiple carriages 21 before the process of step S12.

[0040] The leading carriage 21Q is a carriage located in the traveling direction of the rear carriage 21P. The linear track system 1A can identify the traveling direction of the rear carriage 21P based on the sign of the speed of the rear carriage 21P. The sign of the speed is obtained by the time series command or temporal differentiation of the time series command. The linear track system 1A selects the carriage 21 closest to the rear carriage 21P as the leading carriage 21Q from all the carriages located in front of the rear carriage 21P in the traveling direction. This means that the linear track system 1A selects the carriage 21 closest to the rear carriage 21P as the leading carriage 21Q from among the carriages 21 located in front of the rear carriage 21P in the traveling direction on the conveyance path 55.

[0041] It should be noted that there is a possibility that the leading carriage 21Q is removed for some reason during the operation of the linear track system 1A. For example, there is a case where the carriage 21 is detached from the conveyance path 55 by another external device, a case where the leading carriage 21Q is separated from the path of the rear carriage 21P due to a branching of the conveyance path 55, or the like. In these cases, the linear track system 1A identifies a new leading carriage 21Q each time. It should be noted that in the linear track system 1A, in a case where the leading carriage 21Q corresponding to the rear carriage 21P does not exist, the gap g cannot be calculated in step S12, and therefore, the gap g may be replaced with a relatively large value.Specifically, the linear track system 1A can set the gap g to a value larger than a setting value (a setting value R described later) used to calculate the correction coefficient k.

[0042] In the description of the first embodiment, the actual position of the carriage 21 detected by the position detector 52 is used as the position information of each carriage 21 used to calculate the gap g. In synchronous motors or the like, since the command position is substantially consistent with the actual position through feedback control or the like, the linear track system 1A can use the command position instead of the position detected by the position detector 52. This means that the linear track control device 10A can generate the rear position information 40P and the front position information 40Q based on the time-series command 30.

[0043] The correction coefficient determining section 19A determines the correction coefficient k based on the gap g (step S13). The correction coefficient k will now be described. Fig. 4 is a diagram for explaining a correction coefficient determined by the linear path control apparatus according to the first embodiment.

[0044] The horizontal axis of the Fig. In the graph shown in Figure 4, the gap g is the value and the vertical axis is the correction coefficient k. Fig. 4 shows a correction function F1 included in the correction coefficient determining section 19A. The correction coefficient determining section 19A of the first embodiment determines the correction coefficient k by the correction function F1 shown in formula (1) below, based on the gap g at each time point. Formula 1: k={0(g≤Z)g−ZR−Z(Z <g<R)1(R≤g)

[0045] The correction function in the second line of the correction function F1 expressed by formula (1) is set in a range in which the gap g is larger than the setting value Z and smaller than the setting value R. Here, the setting value Z and the setting value R are positive constants set by the designer of the linear path system 1A. The correction coefficient determining section 19A determines the correction coefficient k proportional to the difference between the gap g and the setting value Z. Note that the correction coefficient determining section 19A may determine the correction coefficient k proportional to a value obtained by performing specific arithmetic processing on the difference between the gap g and the setting value Z.

[0046] In the first embodiment, the correction coefficient k proportional to the difference between the gap g and the adjustment value Z and the correction coefficient k proportional to a value obtained by performing specific arithmetic processing on the difference between the gap g and the adjustment value Z are referred to as correction coefficients k proportional to the gap g.

[0047] The setting value Z is a setting value of the minimum required gap g to be maintained to avoid interference between the cars 21. Furthermore, the setting value R is the size of the gap g that determines that the interference between the cars 21 can be sufficiently avoided without correcting the time series command. This means that the rear car 21P is braked when the gap g is less than the setting value R, and the rear car 21P is stopped when the gap g becomes equal to the setting value Z.

[0048] First, a method of designing the adjustment value Z will be described. The adjustment value Z is determined from the center coordinates of the carriage 21, taking into account an end of the carriage 21, a component mounted on the carriage 21, a workpiece held by the carriage 21, or the like. Furthermore, the adjustment value Z may be determined taking into account an overshoot, a magnitude of vibration, an avoidance of interference of foreign material, and the like, which are caused in the machine by the control of the drive control section C1.

[0049] Next, a method of designing the setting value R will be described. The setting value R is the size of the gap g at which the rear carriage 21P starts to decelerate relative to the leading carriage 21Q to prevent interference between the carriages 21. To avoid interference between the carriages 21, the setting value R is set to a sufficient size taking into account the maximum acceleration, thrust, and the like of the rear carriage 21P. However, it should be noted that too large a setting value R results in an operation in which an excessively large gap g is maintained to avoid interference, which reduces the efficiency of the linear track system 1A.

[0050] It should be noted that the setting value Z and the setting value R may be set to different values ​​for different carriages 21 according to the traveling direction of the rear carriage 21P, taking into account how the origin of the position of each carriage 21 is obtained, the physical size of the carriage 21 from the origin, and the like.

[0051] The correction coefficient determining section 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 formula (1). However, the first embodiment is not limited to such a determination of the correction coefficient k. For example, the correction coefficient determining section 19A may determine the correction coefficient k such that the correction coefficient k becomes negative by continuing (k=(gZ) / (RZ)), which is a straight line segment, even when the gap g is equal to or smaller than the setting value Z.

[0052] By determining the correction coefficient k so that the correction coefficient k becomes negative even when the gap g is below the setting value Z due to an influence of feedback control delay, vibration, or the like, the correction coefficient determining section 19A automatically generates a time-series command to separate from the leading carriage 21Q after the trailing carriage 21P has decelerated and stopped to avoid interference. Therefore, because the gap g is automatically maintained at the setting value Z or more, the correction coefficient k becomes an appropriate value when the linear track system 1A performs work in which a specific distance is maintained between the carriages 21.

[0053] The correction coefficient determining section 19A sends the determined correction coefficient k to the time-series command generating section 18. The time-series command generating section 18 determines the time-series command 30, which defines the position, speed, and / or acceleration of the rear carriage 21P in time series, based on the target position 34 and the correction coefficient k (step S14). That is, the time-series command generating section 18 generates the time-series command 30 by correcting the position command, speed command, or acceleration command corresponding to the target position 34 with the correction coefficient k. The time-series command generating section 18 inputs the time-series command 30 to the drive control section C1.

[0054] The linear path controller 10A determines whether the drive control process for the rear carriage 21P has been completed (step S15). If the drive control process for the rear carriage 21P has not been completed (step S15, no), the target setting section 17 determines whether the target position 34 of the rear carriage 21P has been changed (step S16).

[0055] If the target position 34 of the rear carriage 21P has not been changed (step S16, No), the linear path controller 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 carriage 21P has been changed (step S16, Yes), the linear path controller 10A returns to the process of step S11 and executes the processes of steps S11 to S15.

[0056] When the drive control process for the rear carriage 21P is completed (step S15, yes), the linear path control device 10A ends the drive control for the rear carriage 21P.

[0057] In order to describe the process of step S14, the operation of the time series command generating section 18 will now be described with reference to Fig. 5 and Fig. 6. First, a time series command of a comparative example is described with reference to Fig. 5, and then an example of a time series command according to the first embodiment will be described.

[0058] Fig. Figure 5 is a diagram showing an example of a time series command of a comparative example. The horizontal axis of each graph in Fig. 5 and Fig. 6, Fig. 7, Fig. 11, Fig. 15 and Fig. 18, which will be described later, is time, and the scales of the horizontal axes in these graphs are consistent with each other. In the first stage of Fig. 5 is the final position (target position), which is the target of the rear carriage 21P, represented by position P.

[0059] A first stage of Fig. Waveform W1 shown in Fig. 5 is a waveform of the position of a time series command generated in time series to move the rear carriage 21P from position 0, which is the initial position, to position P (waveform of the command in which the position is defined as a time series). The time series command in the Fig. The comparative example shown in Fig. 5 is a time series command before correction in the first embodiment.

[0060] A waveform W2, which is in the second stage of Fig. 5 is a waveform of the speed of the time series command generated in time series to move the rear carriage 21P from position 0 to position P (waveform of the command in which the speed is defined in time series).

[0061] A waveform W3, which is in the third stage of Fig. 5 is a waveform of the acceleration of the time series command generated in time series to move the rear carriage 21P from position 0 to position P (waveform of the command in which the acceleration is defined in time series).

[0062] The waveform W1, which is in the first stage of Fig. 5 is a waveform in which the value of the position of the target of the carriage 21, which is specified by the position command generated in time series, is shown in the time series with the horizontal axis as time, and the value of the position of each position command is referred to as the position of the time series command. The waveform W2, which is generated in the second stage of Fig. 5 is a waveform in which the position of the time series command is time-differentiated to convert the position value specified by the position of the time series command into the speed value, and the speed value of the carriage 21 is displayed in time series with the horizontal axis as time, and these speed values ​​are referred to as the speed of the time series command. The waveform W3, which is in the third stage of Fig. 5 is a waveform in which the speed of the time-series command is time-differentiated to convert the speed value specified by the speed of the time-series command into the acceleration value. The acceleration value of the carriage 21 is displayed in the time series with the horizontal axis as time, and these acceleration values ​​are referred to as the acceleration of the time-series command. That is, waveform W2 is obtained by differentiating waveform W1, and waveform W3 is obtained by differentiating waveform W2. Waveform W2 is obtained by integrating waveform W3, and waveform W1 is obtained by integrating waveform W2.

[0063] For the position of the time series command, the speed of the time series command, and the acceleration of the time series command, the value of the speed of each speed command in the waveform W2 in which the value of the speed of the carriage 21 indicated by the speed command generated in time series is displayed in time series with the horizontal axis as time may be referred to as the speed of the time series command, the value of the position of the carriage 21 obtained by integrating the speed of the time series command may be referred to as the value of the time series command, and the value of the acceleration of the carriage 21 obtained by differentiating the speed of the time series command may be referred to as the acceleration of the time series command.For the position of the time series command, the speed of the time series command, and the acceleration of the time series command, the value of the acceleration of each acceleration command in the waveform W3 in which the acceleration of the carriage 21 indicated by the acceleration command generated in time series is displayed in time series with the horizontal axis as time may be referred to as the acceleration of the time series command, the value of the speed of the carriage 21 obtained by integrating the acceleration of the time series command may be referred to as the speed of the time series command, and the value of the position of the carriage 21 obtained by integrating the speed of the time series command may be referred to as the position of the time series command.

[0064] Because the maximum thrust and speed of the carriage are limited in the positioning system using the linear track, the simplest time series command for realizing the positioning operation in a short time is the one shown in Fig. 5. This means that in the positioning system, the time series command as in the third stage of Fig. 5, is determined so that the acceleration takes the maximum value, 0 and the minimum value, whereby the time series command can be easily determined. As in the third stage of Fig. 5, the time series command is specifically generated such that the acceleration is zero from a time zero to a time Ta, is set to an acceleration for acceleration Aa (where 0 < Aa) from the time Ta to a time Tb, is zero from the time Tb to a time Tc, is set to an acceleration for deceleration Ad (where Ad < 0) from the time Tc to a time Td, and is zero after the time Td.

[0065] As a result, the speed of the time series instruction in the second stage decreases from Fig. 5 increases monotonically from time Ta to time Tb, remains at maximum speed Vmax from time Tb to time Tc, decreases monotonically from time Tc to time Td and becomes zero after time Td. As in the first stage of Fig. 5, finally, the position of the time series instruction becomes zero until time Ta, which is the initial position, then changes from zero to position P from time Ta to time Td, and remains at position P after time Td.

[0066] Fig. Fig. 6 is a diagram showing an example of a time series command generated by the linear path control apparatus according to the first embodiment. The time series command generation section 18 generates a time series command using the Fig. 4 shown correction function F1.

[0067] For example, in a case where the waveform of the speed of the time series command is generated using the correction coefficient k, the time series command generating section 18 generates a time series command in which the speed of the time series command before correction shown in the second stage of Fig. 5, each time series command is changed by a ratio of the correction coefficient k, where the command is 100%. The time series command generated in this case is called a corrected time series command. This time series command correction method is called an "override function (alternatively, speed override function)," which is a function for changing a speed during positioning in industrial equipment such as a general servo motor and a robot.

[0068] In the speed override function, a value between zero and one is selected as the correction coefficient (also referred to as an override coefficient) k, particularly in a case where it is desired to operate machinery and equipment at a lower than usual speed. Specifically, if the correction coefficient k is zero, the speed of the time series command becomes zero, and therefore the carriage 21 stops. If the correction coefficient k is subsequently changed to a value greater than zero in the speed override function, the time series command is restored to reach the final target position 34.

[0069] A waveform W11, which in the first stage of Fig. 6 indicates a time series waveform of the gap g, which is a difference in position between the rear carriage 21P and the front carriage 21Q. The time series command generating section 18 generates the time series command 30 so that the gap g indicated by the waveform W11 does not become smaller than the setting value Z.

[0070] A waveform W12b, which is indicated by a dashed line in the second stage of Fig. 6 is a waveform of the position of the time series command before correction, which is generated to drive the rear carriage 21P, which is indicated by a solid line in the waveform W1 of the Fig. 5, from position 0 to position P. Fig. Figure 6 shows a situation in which the preceding carriage 21Q is stopped at position Pf between position 0 and position P. A waveform W13, which is in the second stage of Fig. 6 is indicated by a dot-dash line, is a waveform of the position of the time series command of the preceding car 21Q. A waveform W14a, which is in the second stage of Fig. 6 indicated by a solid line indicates the waveform of the position of the corrected time series command of the rear carriage 21P generated by the time series command generating section 18 according to the first embodiment.

[0071] A waveform W15b, which is in the third stage of Fig. 6 is indicated by a dashed line, is a waveform of the speed of the time series command before correction, which is indicated by a solid line in the waveform W2 of the Fig. 5. A waveform W16a, which is in the third stage of Fig. 6 is indicated by a solid line, indicates the waveform of the speed of the corrected time series command for the rear carriage 21P, which is generated by the time series command generating section 18 according to the first embodiment.

[0072] A waveform W17b, which is in the fourth stage of Fig. 6 is indicated by a dashed line, is a waveform of the acceleration of the time series command before correction, which is indicated by a solid line in the waveform W3 of Fig. 5. A waveform W18a, which is in the fourth stage of Fig. 6 indicated by a solid line indicates the acceleration waveform of the corrected time-series command of the rear carriage 21P generated by the time-series command generating section 18 according to the first embodiment.

[0073] In this way, the time series command generation section 18 corrects the waveforms W12b, W15b and W17b in Fig. 6 to the waveforms W14a, W16a and W18a respectively, to prevent interference between the carriages 21. A waveform W19, which is in the fifth stage of Fig. 6 indicated by a solid line indicates a waveform of the time series data of the correction coefficient k.

[0074] Equal to the first stages of Fig. 5 is in the second stage of Fig. 6 the final position, which is a target, is represented by position P. In the situation of Fig. 6, if the time series command before correction (waveform W12b), which is in the second stage of Fig. 6 is used for actual control, the rear carriage 21P reaches a position Pf before reaching the position P, and the preceding carriage 21Q and the rear carriage 21P interfere with each other.

[0075] Note that the time series command generation section 18 only needs to generate at least one of the time series commands 30 of the waveforms W14a, W16a, or W18a based on the correction coefficient k. For example, the time series command generation section 18 generates the time series command 30 of the waveform W16a. The time series command generation section 18 sends the generated time series command 30 to the motion control section 12.

[0076] Now a process of changing the Fig. 6. Between time zero and time Ta, the position of the rear carriage 21P is position 0, the position of the leading carriage 21Q is position Pf, and the gap g between the rear carriage 21P and the leading carriage 21Q has a constant value (Pf).

[0077] After the time Ta, the gap g gradually decreases with the change in the position of the rear carriage 21P, and after a time Tc1, the size of the gap g is smaller than the setting value R, at which the determination formula for the correction coefficient k changes. Therefore, after the time Tc1, the correction coefficient k gradually decreases and asymptotically approaches zero. This means that the correction coefficient k, which is determined in the fifth stage of Fig. 6 is indicated by a solid line, until time Tc1 is "1". After that, ie, after time Tc1, at which the gap g reaches the setting value R, the correction coefficient k gradually decreases and eventually asymptotically approaches zero.

[0078] The speed of the corrected time series command, which is used in the third stage of Fig. 6, indicated by the solid line, is a waveform W16a obtained by multiplying the speed (waveform W15b) of the time series command before correction, indicated by the dashed line, by the correction coefficient k, and decreases as the correction coefficient k decreases after time Tc1. Equal to the correction coefficient k, the speed of the corrected time series command thereafter asymptotically approaches zero.

[0079] The positions and accelerations of the time series commands, which are used in the second stage and the fourth stage of Fig. 6 are also different between before the correction and after the correction after the time Tc1 due to the influence of multiplying the speed by the correction coefficient k. The position (waveform W14a) of the corrected time series command, which is obtained in the second stage of Fig. 6 is indicated by the solid line, asymptotically approaches a position Px0 before reaching the final position (position P), which is the target and is spaced from the position Pf where the preceding carriage 21Q is stopped by the setting value Z. The acceleration (waveform W18a) of the corrected time series command, which is in the fourth stage of Fig. 6 is indicated by the solid line, starts deceleration from the time Tc1, which is before the time Tc at which the acceleration (waveform W17b) of the time series command before correction, which is indicated by the dashed line, starts deceleration, and asymptotically approaches zero with decreasing speed of the corrected time series command.

[0080] Next, with reference to Fig. 7, an operation is described in a case where the preceding car 21Q changes from the stopped state to the running state and the gap g increases, so that the rear car 21P, which has once braked, returns to the operation before braking.

[0081] Fig. Fig. 7 is a diagram showing an example of the corrected time series command in a case where the linear path control device according to the first embodiment returns to the original operation after the rear carriage is decelerated. The gap g, the position, the speed, the acceleration, and the correction coefficient k at times before a time Te1 in Fig. 7 are those in Fig. 6 are the same, and their description is omitted.

[0082] Waveforms W11x, W12bx, W13x, W14ax, W15bx, W16ax, W17bx, W18ax and W19x, which are Fig. 7 are waveforms corresponding to the waveforms W11, W12b, W13, W14a, W15b, W16a, W17b, W18a and W19 shown in Fig. 6 are shown.

[0083] In Fig. 6, the waveforms W12b, W15b and W17b are corrected to waveforms W14a, W16a and W18a. In Fig. 7, the waveforms W12bx, W15bx and W17bx are corrected to waveforms W14ax, W16ax and W18ax.

[0084] The waveform W13x, which is in the second stage of Fig. 7 is indicated by a dashed line, indicates a situation in which the preceding car 21Q, which has stopped at the position Pf before the time Te1, starts to move in a direction away from the rear car 21P at time Te1.

[0085] It should be noted that the movement of the preceding carriage 21Q is a movement accompanying the change of the target position 34 by the target setting section 17 associated with the preceding carriage 21Q and is different from the operation of the target setting section 17 associated with the rear carriage 21P.

[0086] As a result of the movement of the preceding carriage 21Q, the gap g begins in the waveform W11x, which in the first stage of Fig. 7 by the solid line, begins to increase after the time Te1 and becomes larger than the setting value R after the time Tf1. Therefore, the correction coefficient k of the waveform W19x, which is in the fifth stage of Fig. 7 is indicated by the solid line, begins to increase after time Te1 and reaches “1” at time Tf1.

[0087] The position, velocity and acceleration of the corrected time series command, which in the second, third and fourth stages in Fig. 7, indicated by solid lines, begin to increase after time Te1 by the operation of the time-series command generating section 18. This means that the waveforms W14ax, W16ax, and W18ax begin to increase after time Te1. After time Tf1, when the correction coefficient k reaches "1", the acceleration (waveform W18ax) of the time-series command of the rear carriage 21P reaches the set acceleration Aa.

[0088] After that, at the time Tg1, the speed (waveform W16ax) of the time series command, which is in the third stage of Fig. 7, the maximum speed Vmax is zero, and the acceleration is zero from time Tg1 to time Th1. Thereafter, during the period from time Th1 to time Ti1, the operation of the time-series command generating section 18 decelerates the rear carriage 21P with the set acceleration for deceleration Ad to stop the rear carriage 21P at position P, which is the target position. Then, at time Ti1, the position (waveform W14ax) of the time-series command of the rear carriage 21P reaches position P and stops.

[0089] As described above, the linear path control device 10A according to the first embodiment corrects the time series command using the correction coefficient k determined by the correction coefficient determining section 19A based on the gap, so that the operation for avoiding interference between the carriages 21 can be realized without performing complicated processing. After avoiding the interference between the carriages 21, the linear path control device 10A further corrects the time series command using the correction coefficient k determined by the correction coefficient determining section 19A based on the gap, so that the operation can quickly return to the operation before the avoidance without separately performing the acceleration processing for the rear carriage 21P.

[0090] Furthermore, the linear track system 1A includes the position detector 52 along the conveying path 55 to measure the position of the carriage 21 on the conveying path 55. In the first embodiment, the example in which the linear encoder was used as the position detector 52 was described, but the position of the carriage 21 may be estimated without using the linear encoder. For example, the linear track control device 10A may estimate the position of the carriage 21 from a current or the like generated by the drive control section C, instead of the linear encoder, without using a sensor.

[0091] Furthermore, in the linear track system 1A, a plurality of conveying units 50 are combined to ensure flexibility of the conveying path 55. In this case, the carriage 21 switches and moves on the plurality of conveying units 50 in the linear track system 1A to realize the long conveying path 55. Furthermore, in the linear track system 1A, the conveying path 55 forming an arc can also be realized by forming the shape of the conveying unit 50 not in a straight line but in a curved line.

[0092] In the linear track system 1A, the position information of the carriage 21 can also be managed uniformly for the conveyance route 55 across the conveyance units 50. This allows the linear track system 1A to control each carriage 21 with integrated coordinates regardless of the number of conveyance units 50 and the position of the carriage 21. Furthermore, the linear track system 1A can control each carriage 21 even when the rear carriage 21P and the leading carriage 21Q are arranged on the same conveyance unit 50. Furthermore, the linear track system 1A can control each carriage 21 even when the rear carriage 21P and the leading carriage 21Q are arranged on different conveyance units 50.

[0093] Furthermore, in the linear track system 1A, a single conveying unit 50 comprises a plurality of electromagnets (in Fig. 2 not shown), and the linear track control device 10A individually controls the current flowing through each electromagnet, thereby moving the plurality of carriages 21 on a single conveyance unit 50.

[0094] Further, in the description of the first embodiment, the case where a single drive control section C is provided per conveyance unit 50 has been described, but a single drive control section C may control the current for the plurality of conveyance units 50.

[0095] Furthermore, the linear track system 1A can perform control by setting a command value for the speed of the carriage 21 according to the user's usage, or can perform control by setting a command value for the position. The linear track system 1A can obtain the speed by integrating the acceleration of the time-series command, or can obtain the position by integrating the speed based on the general properties of differentiation and integration. Therefore, it can be said that setting the command value for the position by the linear track system 1A is indirectly equivalent to setting the command value for the speed. Therefore, the linear track system 1A can set the command value to either the position or the speed.

[0096] Furthermore, in the description of the first embodiment, an example was described in which the long stator 51 is configured by an electromagnet and the carriage 21 is configured by a permanent magnet. However, the linear track system 1A of the first embodiment is not limited to this configuration. In the linear track system 1A, for example, the stator 51 may include a permanent magnet and the carriage 21 may include an electromagnet.

[0097] Although Fig. 1 shows an example in which the plurality of conveying units 50 are combined to form the annular conveying path 55. The shape of the conveying path 55 is not limited to the annular shape. In the linear track system 1A, it is not always necessary to form a closed conveying path 55 by connecting both ends of the conveying path 55. The plurality of conveying units 50 need not be provided; only a single conveying unit 50 may be provided. The conveying path 55 may branch or converge.

[0098] Furthermore, in the first embodiment, for the convenience of description, an example was described in which the time-series command is generated so that the acceleration takes three values ​​(upper limit, zero, and lower limit), but the command generation method is not limited to this. For example, the linear path control device 10A may limit a change in acceleration to reduce jerk, or may use a linear filter or a nonlinear filter to reduce mechanical vibration. In this way, various time-series command generation methods can be applied to the linear path system 1A.

[0099] As described above, according to the first embodiment, because the linear track system 1A corrects the position of the rear carriage 21P using the correction coefficient k, it is possible to easily and quickly return to the operation before the carriage 21 braked and, meanwhile, avoid a collision between the carriages 21 without performing complicated processing. Second embodiment.

[0100] Next, with reference to Fig. The second embodiment is described in Figures 8 to 11. In the second embodiment, the linear path control device controls the carriage 21 using a correction function in which the acceleration during deceleration is constant.

[0101] Fig. Fig. 8 is a diagram showing a configuration of a linear path system including a linear path control device according to the second embodiment. Fig. 8 shown components, which have the same functions as those of the Fig. 1 are designated by the same reference numerals, and redundant descriptions are omitted.

[0102] The Fig. For example, the linear path system 1B shown in FIG. 8 includes a linear path control device 10B, the conveying unit 50, the conveying path 55, and the plurality of carriages 21. That is, compared to the linear path system 1A, the linear path system 1B includes the linear path control device 10B instead of the linear path control device 10A. Compared to the linear path control device 10A, the linear path control device 10B includes a command generation section 11B instead of the command generation section 11A.

[0103] Fig. 9 is a diagram showing an internal configuration of the linear path control device and the conveying unit according to the second embodiment. In Fig. 9 shown components, which have the same functions as those of the Fig. 2 are designated by the same reference numerals, and redundant descriptions are omitted.

[0104] Compared to the command generation section 11A, the command generation section 11B includes a correction coefficient determination section 19B instead of the correction coefficient determination section 19A. Compared to the correction coefficient determination section 19A, the correction coefficient determination section 19B determines a correction coefficient k2 instead of the correction coefficient k. The correction coefficient k2 is determined based on a correction function that makes the acceleration constant during deceleration.

[0105] As shown by waveform W18a in Fig. 6, in the first embodiment, the acceleration after time Tc1 in the negative direction immediately after time Tc1 is large and gradually approaches zero as the speed of the rear carriage 21P decreases. In a case where there is a limitation on the set accelerations Aa and Ad, it is preferably possible to decelerate in a short time and perform efficient control by keeping the acceleration at deceleration constant or constant to a certain extent. Therefore, the linear track control device 10B of the second embodiment controls the driving of the rear carriage 21P using the correction coefficient k2 with which the acceleration at deceleration can be kept constant or constant to a certain extent.

[0106] Like the correction coefficient k, the correction coefficient k2 for correcting the position of the rear carriage 21P can be a correction coefficient for correcting the position command, the speed command, or the acceleration command. The following description mainly describes a case where the correction coefficient k2 is a correction coefficient for correcting the speed command. The correction coefficient determining section 19B sends the correction coefficient k2 to the time series command generating section 18.

[0107] Since the processing procedure of the process executed by the command generation section 11B of the linear path control device 10B is the same as the processing procedure of the process executed by the command generation section 11A of the linear path control device 10A, the description thereof is omitted.

[0108] Fig. Fig. 10 is a diagram for explaining a correction coefficient determined by the linear path control device according to the second embodiment. The horizontal axis of the Fig. In the graph shown in Figure 10, the gap g is the gap and the vertical axis is the correction coefficient k2. Fig. 10 shows a correction function F2 included in the correction coefficient determining section 19B. The correction coefficient determining section 19B of the second embodiment determines the correction coefficient k2 by the correction function F2 shown in formula (2) below, based on the gap g at each time point. Formula 2: k2={0(g≤Z1)g−Z1R1−Z1(Z1 <g<R1)1(R1≤g)

[0109] The correction function F2 expressed by formula (2) is a correction function proportional to the power root of the arithmetic value calculated using the gap g. Specifically, the correction function F2 is a correction function proportional to the square root of the arithmetic expression calculated using the gap g. Here, the adjustment value Z1 and the adjustment value R1 are constants set by the designer of the linear track system 1B. The correction coefficient determining section 19A of the first embodiment determines the correction coefficient k proportional to the difference between the gap g and the adjustment value Z, whereas the correction coefficient determining section 19B of the second embodiment determines the correction coefficient k2 proportional to the square root of the difference between the gap g and the adjustment value Z1.This point is different from the first embodiment.

[0110] Note that the correction coefficient determining section 19B may determine the correction coefficient k2 based on a correction function proportional to a power root other than the square root of the difference between the gap g and the adjustment value Z1. Note that the correction coefficient determining section 19B may determine the correction coefficient k2 based on a correction function proportional to the power root of a value obtained by performing specific arithmetic processing on the difference between the gap g and the adjustment value Z1.

[0111] In the second embodiment, the power root of the value of the difference between the gap g and the adjustment value Z1 and the power root of the value obtained by performing a specific calculation on the difference between the gap g and the adjustment value Z1 are referred to as power roots of arithmetic values ​​calculated using the gap g. The correction coefficient k2 indicated by the relation in the second stage of formula (2) is proportional to the square root (power root) of the arithmetic value calculated using the gap g. Hereinafter, a case in which the correction coefficient k2 is proportional to the square root of the arithmetic value using the gap g will be described.

[0112] The method of designing the setting value Z1 is the same as the method of designing the setting value Z in the first embodiment. A design method of the setting value R1 is determined based on the setting value Z1, the maximum speed Vmax set for the rear carriage 21P, and the maximum acceleration Amax (where 0 <Amax) bestimmt. Wenn der hintere Wagen 21P mit der Maximalbeschleunigung Amax bei dem gestoppten vorausgehenden Wagen 21Q gebremst wird, kann der minimale Einstellungswert R1, an welchem der hintere Wagen 21P gestoppt werden kann, bevor die Lücke g kleiner als der Einstellungswert Z1 wird, beispielsweise durch Bestimmen von R1 = Vmax 2 / (2×Amax) + Z1 can be determined.

[0113] The linear track system 1B can be applied to a linear track system in which the leading carriage 21Q and the trailing carriage 21P move in directions in which they approach each other. In this case, R1 = Vmax 2 / (2×Amax) + Vmaxf 2 / (2×Amaxf) + Z1 based on the maximum speed Vmaxf and the maximum acceleration Amaxf (where 0 < Amaxf) set for the preceding car 21Q, so that the minimum setting value R1 which can be stopped before the gap g becomes smaller than the setting value Z1 can be determined for a case where the braking process is performed with the maximum acceleration on both cars.

[0114] Next, the operation of the time series command generating section 18 will be described with reference to Fig. 11 described. Fig. Fig. 11 is a diagram showing an example of a time series command generated by the linear path control device according to the second embodiment. Note that in Fig. 11 shown waveforms, which correspond to those in Fig. 6 are the same or similar, are not described here. Waveforms W21, W22b, W23, W24a, W25b, W26a, W27b, W28a and W29, which are shown in Fig. 11 correspond to those shown in Fig. 6 shown waveforms W11, W12b, W13, W14a, W15b, W16a, W17b, W18a and W19 respectively. Equal to the first stage of Fig. 5 is in the second stage of Fig. 11 the final position, which is a target, is represented by position P.

[0115] The waveform W21, which is in the first stage of Fig. 11 indicates a time series waveform of the gap g, which is a difference in position between the rear carriage 21P and the front carriage 21Q. The time series command generation section 18 generates the time series command 30 so that the gap g indicated by the waveform W21 does not become smaller than the setting value Z1.

[0116] The second stage of Fig. 11 Waveform W22b indicated by a dashed line is a waveform of the position of the time series command before correction, which is generated to move the rear carriage 21P shown in the waveform W1 of Fig. 5 is indicated by a solid line, from position zero to position P. Fig. Figure 11 shows a situation in which the preceding carriage 21Q is stopped at a position Pf between position zero and position P. The position determined in the second stage of Fig. 11 by a dot-dash line is a waveform of the position of the time series command of the preceding car 21Q. The waveform W23 generated in the second stage of Fig. 11, waveform W24a indicated by a solid line indicates the position of the corrected time series command of the rear carriage 21P generated by the time series command generating section 18 according to the second embodiment.

[0117] The third stage of Fig. 11 Waveform W25b indicated by a dashed line is a waveform of the speed of the time series command before correction, which is in the waveform W2 of Fig. 5 is indicated by a solid line. The third stage of Fig. 11, the waveform W26a indicated by a solid line indicates the speed of the corrected time series command of the rear carriage 21P generated by the time series command generating section 18 according to the second embodiment.

[0118] The fourth stage of Fig. 11 Waveform W27b indicated by a dashed line is a waveform of the acceleration of the time series command before correction, which is in the waveform W3 of Fig. 5 is indicated by a solid line. The fourth stage of Fig. 11, the waveform W28a indicated by a solid line indicates the acceleration of the corrected time series command of the rear carriage 21P generated by the time series command generating section 18 according to the second embodiment.

[0119] In this way, the waveforms W22b, W25b and W27B are Fig. 11 to the waveforms W24a, W26a and W28a respectively to prevent interference between the carriages 21. The signals generated in the fifth stage of Fig. 11 Waveform W29 indicated by a solid line indicates time series data of the correction coefficient k2.

[0120] If the time series command before correction, which is in the second stage of Fig. 11 is indicated by a dashed line, is used for actual control, the rear carriage 21P reaches in the situation of Fig. 11 the position Pf before reaching the position P and the preceding carriage 21Q and the rear carriage 21P interfere with each other.

[0121] Note that the time series command generation section 18 only needs to generate at least one of the time series commands 30 of the waveforms W24a, W26a, or W28a based on the correction coefficient k2. For example, the time series command generation section 18 generates the time series command 30 of the waveform W26a. The time series command generation section 18 sends the generated time series command 30 to the motion control section 12.

[0122] Now a process of changing the Fig. 11. Between time 0 and time Ta, the position of the rear carriage 21P is position 0, the position of the leading carriage 21Q is position Pf, and the gap g between the rear carriage 21P and the leading carriage 21Q has a constant value (Pf).

[0123] After time Ta, the gap g gradually decreases with the change in the position of the rear carriage 21P, and after time Tc2, the size of the gap g is smaller than the setting value R1, at which the determination formula for the correction coefficient k2 changes. Therefore, after time Tc2, the correction coefficient k2 gradually decreases and eventually becomes zero at time Td2. This means that the value determined in the fifth stage of Fig. 11, the correction coefficient k2 indicated by a solid line is "1" until time Tc2. Thereafter, ie, after time Tc2, at which the gap g reaches the setting value R1, the correction coefficient k2 gradually decreases and eventually becomes zero.

[0124] The speed of the corrected time series command, which is used in the third stage of Fig. 11, indicated by the solid line, is a waveform W26a obtained by multiplying the speed (waveform W25b) of the time series command before correction, indicated by the dashed line, by the correction coefficient k2, and decreases after time Tc2 as the correction coefficient k2 decreases. Equal to the correction coefficient k, the speed of the corrected time series command thereafter becomes zero.

[0125] The positions and accelerations of the time series command, which are used in the second stage and fourth stage of Fig. 11 are also different between before the correction and after the correction after the time Tc2 due to the influence of multiplying the speed by the correction coefficient k2. The position (waveform W24a) of the corrected time series command, which is output in the second stage of Fig. 11 is indicated by the solid line, is stopped before reaching position P at position Px1, which is the final position of the target and is spaced by the setting value Z1 from position Pf, where the preceding carriage 21Q is stopped. The acceleration (waveform W28a) of the corrected time series command, which is in the fourth stage of Fig. 11 indicated by the solid line, starts to decelerate from the time Tc2, which is before the time Tc at which the acceleration (waveform W27b) of the time series command before correction, indicated by the dashed line, starts to decelerate, and becomes zero at the time Td2 at which the speed of the corrected time series command has decreased.

[0126] As shown by waveform W18a in Fig. 6, in the first embodiment, the acceleration after the time Tc1 changes sharply in the negative direction immediately after the time Tc1, and the acceleration gradually approaches zero while the speed of the rear carriage 21P approaches zero.

[0127] On the other hand, the second embodiment differs from the first embodiment in that the acceleration during braking is substantially constant, as shown by the waveform W28a in Fig. 11. As a result, in the second embodiment, the stop for avoiding interference is not an asymptotic stop as in the first embodiment, but a quick stop. This means that in the linear path control apparatus 10B of the second embodiment, the time required from the start to the stop of the rear carriage 21P can be shortened compared to the linear path control apparatus 10A of the first embodiment. This is an effect caused by the fact that the correction coefficient determining section 19B of the second embodiment determines the correction coefficient k2 using the square root. As described above, in the second embodiment, to avoid interference with the stopped preceding carriage 21Q, the linear path control apparatus 10B performs deceleration so that the acceleration of the rear carriage 21P becomes constant.Therefore, a malfunction can be avoided in a shorter time than when executed by the linear path control device 10A, and efficient control can be realized.

[0128] As described above, the linear path control apparatus 10B according to the second embodiment corrects the time-series command using the correction coefficient k2 determined by the correction coefficient determining section 19B, thereby making it possible to make the acceleration constant upon deceleration of the rear carriage 21P with the preceding carriage 21Q stopped. Accordingly, the linear path control apparatus 10B can realize more efficient control in addition to the effect of the first embodiment.

[0129] In addition, because the linear path control device 10B can make the acceleration constant when the rear carriage 21P is decelerated, the speed of the rear carriage 21P can be changed smoothly while avoiding disturbance, and control with less vibration and less noise can be realized. Third embodiment.

[0130] Next, the third embodiment will be described with reference to Fig. 12 to 15. In the third embodiment, the linear path control device controls the carriage 21 using a correction function that reduces a change in acceleration during stopping while keeping the acceleration constant during deceleration.

[0131] Fig. 12 is a diagram showing a configuration of a linear path system including a linear path control device according to the third embodiment. In Fig. 12 shown components, which have the same functions as those of the linear track system 1B of the Fig. 8 are designated by the same reference numerals, and redundant descriptions are omitted.

[0132] The linear track system 1C uses a correction function obtained by combining the correction function F1 used in the first embodiment and the correction function F2 used in the second embodiment. When braking the rear carriage 21P, the linear track system 1C first uses the correction function F2 to make the acceleration constant during braking, and then uses the correction function F1 to reduce a change in acceleration when the rear carriage 21P stops.

[0133] For example, the linear track system 1C includes a linear track controller 10C, the conveying unit 50, the conveying path 55, and the plurality of carriages 21. That is, compared to the linear track system 1B, the linear track system 1C includes the linear track controller 10C instead of the linear track controller 10B. Compared to the linear track controller 10B, the linear track controller 10C includes a command generation section 11C instead of the command generation section 11B.

[0134] Fig. 13 is a diagram showing an internal configuration of the linear path control device and the conveying unit according to the third embodiment. In Fig. 13 shown components, which have the same functions as those of the Fig. 9 are designated by the same reference numerals, and redundant descriptions are omitted.

[0135] Compared to the command generation section 11B, the command generation section 11C includes a correction coefficient determination section 19C instead of the correction coefficient determination section 19B. Compared to the correction coefficient determination section 19B, the correction coefficient determination section 19C determines a correction coefficient k3 instead of the correction coefficient k2. The correction coefficient k3 is determined based on a correction function in which the acceleration in the preceding stage during deceleration is constant and the change in acceleration in the subsequent stage during deceleration is reduced.

[0136] As shown by waveform W29 in Fig. 11, in the second embodiment, there is a feature that the substantially constant acceleration immediately before the time Td2 increases immediately and has a peak in the negative direction (deceleration direction). This is an influence of the slope of the Fig. 10 diverges toward infinity as the gap g approaches the setting value Z1 under the condition of setting value Z1 < g, and a phenomenon that the absolute value of the acceleration temporarily increases even in a discrete numerical calculation. Since such a rapid change in acceleration causes vibration, noise, deterioration, and the like of the machine, the linear path control device 10C of the third embodiment reduces the acceleration immediately before the rear carriage 21P stops.

[0137] Like the correction coefficients k and k2, the correction coefficient k3 for correcting the position of the rear carriage 21P can be a correction coefficient for correcting the position command, the speed command, or the acceleration command. The following description mainly describes a case in which the correction coefficient k3 is a correction coefficient for correcting the speed command. The correction coefficient determining section 19C sends the correction coefficient k3 to the time-series command generating section 18.

[0138] Since the processing procedure of the process executed by the command generation section 11C of the linear path control device 10C is the same as the processing procedure of the process executed by the command generation section 11A of the linear path control device 10A, the description thereof is omitted.

[0139] Fig. Fig. 14 is a diagram for explaining a correction coefficient determined by the linear path control device according to the third embodiment. The horizontal axis of the Fig. In the graph shown in Figure 14, the gap g is the vertical axis and the correction coefficient k3 is the vertical axis. Fig. 14 shows a correction function F3 included in the correction coefficient determining section 19C. The correction coefficient determining section 19C of the third embodiment determines the correction coefficient k3 by the correction function F3 shown in formula (3) below, based on the gap g at each time point. Formula 3: k3={0(g≤Z2)A2g+B2(Z2 <g≤D2)g−S2R2−S2(D2<g<R2)1(R2≤g)

[0140] In the correction function F3 expressed by formula (3), the correction function in the third row is the first correction function, and the correction function in the second row is the second correction function. The first correction function is set for a first gap range in which the gap g is larger than the setting value D2 and smaller than the setting value R2. The second correction function is set for a second gap range in which the gap g is larger than the setting value Z2 and less than or equal to the setting value D2.

[0141] The correction coefficient determining section 19C determines the intermediate variable A2, the intermediate variable B2, and the intermediate variable S2 based on formulas (4), (5), and (6) below, thereby determining the correction coefficient k3 at which the slope of the correction function F3 with respect to the gap g changes smoothly while being consistent before and after the setting value D2 of the gap g. Formula 4: A2=1(Z2)2−2(R2×Z2)+2(D2×R2)−(D2)2 Formula 5: B2=Z(Z2)2−2(R2×Z2)+2(D2×R2)−(D2)2 Formula 6: S2=Z2+D22

[0142] Here, the setting value Z2, the setting value R2, and the setting value D2 are constants set by a designer of the linear path system 1C. The method for setting the setting value Z2 is the same as the method for setting the setting value Z in the first embodiment. The method for setting the setting value R2 is the same as the method for setting the setting value R1 in the second embodiment.

[0143] The adjustment value D2 is a constant for determining a relationship between a section in which the correction coefficient is determined by the correction function F1 and a section in which the correction coefficient is determined by the correction function F2, and is determined between the adjustment value Z2 and the adjustment value R2. For example, when the adjustment value D2 is set to the adjustment value R2, the correction coefficient k3 is the same as the correction coefficient k of the first embodiment. When the adjustment value D2 is set to the adjustment value Z2, the correction coefficient k3 is the same as the correction coefficient k2 of the second embodiment.

[0144] When the setting value D2 is reduced, the linear path controller 10C can increase the acceleration to avoid disturbances and can decelerate efficiently. On the other hand, when the setting value D2 is increased, the linear path controller 10C can greatly reduce the increase in acceleration near stop and realize low-vibration and low-noise control.

[0145] Considering the efficiency of control time in the linear track system 1C, from the viewpoint of utilizing the acceleration, it is preferable that the number of ranges in which the acceleration is constant be as large as possible. That is, it is preferable that the range from the setting value Z2 to the setting value D2 be set relatively narrow, and the range from the setting value D2 to the setting value R2 be set relatively wide. For example, if the setting value D2 is set using the distance d, for example, D2 = Z2 + d, and d is set to a small value, for example, 30 mm, the efficiency of control time in the linear track system 1C is improved.Further, in a case where the adjustment value D2 is set using the ratio Ra, for example, D2 = Z2 + (R2 - Z2) × Ra, and r is set to a small value, for example, r = 0.05 or less, the efficiency of the control time is improved in the linear path system 1C.

[0146] The correction coefficient determining section 19A of the first embodiment determines the correction coefficient k proportional to the difference between the gap g and the adjustment value Z. On the other hand, the correction coefficient determining section 19C of the third embodiment determines the correction coefficient k3 based on the second correction function proportional to the gap g in the section where the gap g is larger than the adjustment value Z2 and equal to or smaller than the adjustment value D2. In addition, the correction coefficient determining section 19C determines the correction coefficient k3 based on the first correction function proportional to the power root of the arithmetic value calculated using the gap g in the section where the gap g is larger than the adjustment value D2 and reaches the adjustment value R3.That is, the correction coefficient determining section 19C determines a correction coefficient equal to that in the first embodiment for a section where the gap g is equal to or smaller than the setting value D2, and a correction coefficient equal to that in the second embodiment for a section where the gap g is larger than the setting value D2. This allows the linear track system 1C to improve control time efficiency while preventing vibration and noise.

[0147] Next, the operation of the time series command generating section 18 will be described with reference to Fig. 15 described. Fig. Fig. 15 is a diagram showing an example of a time series command generated by the linear path control apparatus according to the third embodiment. Note that in Fig. 15 shown waveforms, which correspond to those in Fig. 11 are the same or similar, are not described here. Waveforms W31, W32b, W33, W34a, W35b, W36a, W37b, W38a and W39, which are shown in Fig. 15 correspond to the waveforms W21, W22b, W23, W24a, W25b, W26a, W27b, W28a and W29, respectively, which are shown in Fig. 11. Equal to the first stage of Fig. 5 is in the second stage of Fig. 15 the final position, which is a target, is represented by position P.

[0148] The first stage of Fig. The waveforms W31 shown in FIG. 15 indicate a time series waveform of the gap g, which is a position difference between the rear carriage 21P and the front carriage 21Q. The time series command generation section 18 generates the time series command 30 so that the gap g indicated by the waveform W31 does not become smaller than the setting value Z2.

[0149] The second stage of Fig. 15 Waveform W32b indicated by a dashed line is a waveform of the position of the time series command before correction, which is generated to move the rear carriage 21P shown in the waveform W1 of Fig. 5 is indicated by a solid line, from position 0 to position P. Fig. 15 shows a situation in which the preceding carriage 21Q is stopped at a position Pf between the position 0 and the position P. The position determined in the second stage of Fig. 15 by a dot-dash line is a waveform of the position of the time series command of the preceding car 21Q. The waveform generated in the second stage of Fig. 15, waveform W34a indicated by a solid line indicates the position of the corrected time series command of the rear carriage 21P generated by the time series command generating section 18 according to the third embodiment.

[0150] The third stage of Fig. 15 Waveform W35b indicated by a dashed line is a waveform of the speed of the time series command before correction, which is indicated by a solid line in the waveform W2 of Fig. 5. The waveform W36a, which is in the third stage of Fig. 15 indicated by a solid line indicates the speed of the corrected time series command of the rear carriage 21P generated by the time series command generating section 18 according to the third embodiment.

[0151] The fourth stage of Fig. 15 Waveform W37b indicated by a dashed line is a waveform of the acceleration of the time series command before correction, which is shown in the waveform W3 of Fig. 5 is indicated by a solid line. The fourth stage of Fig. 15, waveform W38a indicated by a solid line indicates the acceleration of the corrected time-series command of the rear carriage 21P generated by the time-series command generating section 18 according to the third embodiment.

[0152] In this way, the waveforms W32b, W35b and W37b are Fig. 15 to the waveforms W34a, W36a and W38a respectively, to prevent interference between the carriages 21. The signals generated in the fifth stage of Fig. 15 Waveform W39 indicated by a solid line indicates time series data of the correction coefficient k3.

[0153] If the time series command before correction, which is in the second stage of Fig. 15 is indicated by a dashed line, is used for actual control, the rear carriage 21P reaches in the situation of Fig. 15 the position Pf before reaching the position P and the preceding carriage 21Q and the rear carriage 21P interfere with each other.

[0154] Note that the time series command generation section 18 only needs to generate one of the time series commands 30 of the waveforms W34a, W36a, or W38a based on the correction coefficient k3. For example, the time series command generation section 18 generates the time series command 30 of the waveform W36a. The time series command generation section 18 sends the generated time series command 30 to the motion control section 12.

[0155] Now a process of changing the Fig. 15. Between time 0 and time Ta, the position of the rear carriage 21P is position 0, the position of the leading carriage 21Q is position Pf, and the gap g between the rear carriage 21P and the leading carriage 21Q has a constant value (Pf).

[0156] After time Ta, the gap g gradually decreases with the change in the position of the rear carriage 21P, and after time Tc3, the size of the gap g is smaller than the setting value R2, at which the determination formula for the correction coefficient k3 changes. Therefore, after time Tc3, the correction coefficient k3 gradually decreases. Thereafter, the gap g becomes the setting value D2 at time Td3. In addition, the correction coefficient k3 also decreases after time Td3 and asymptotically approaches zero. This means that the correction coefficient k3, which is determined in the fifth stage of Fig. 11 is indicated by a solid line, until time Tc3 is "1." After that, that is, after time Tc3, at which the gap g reaches the setting value R2, the correction coefficient k3 decreases substantially linearly. After time Td3, at which the gap g reaches the setting value D2, the slope of the correction coefficient k3 becomes slightly flat and then gradually approaches zero.

[0157] The speed of the corrected time series command, which is used in the third stage of Fig. 15, indicated by the solid line, is a waveform W36a obtained by multiplying the speed (waveform W35b) of the time series command before correction, indicated by the dashed line, by the correction coefficient k3. The speed decreases substantially linearly as the correction coefficient k3 decreases after time Tc3. Similar to the correction coefficient k, after time Td3, the speed of the corrected time series command asymptotically approaches zero.

[0158] The positions and accelerations of the time series commands, which are used in the second and fourth stages of Fig. 15 are also different between before the correction and after the correction after the time Tc3 due to the influence of multiplying the speed by the correction coefficient k3. The position (waveform W34a) of the corrected time series command, which is used in the second stage of Fig. 15 is indicated by the solid line, is stopped before reaching position P at position Px2, which is the final position of the target and is spaced from position Pf, where the preceding carriage 21Q is stopped, by the setting value Z2. The acceleration (waveform W38a) of the corrected time series command, which is in the fourth stage of Fig. 15 by the solid line, braking starts from time Tc3, which is before time Tc at which the braking (waveform W37b) of the time series command before correction, which is indicated by the dashed line, starts braking, and approaches zero asymptotically while the speed of the corrected time series command decreases.

[0159] As shown in waveform W18a of Fig. 6 is indicated by a solid line, in the first embodiment, the acceleration after the time Tc1 changes sharply in the negative direction immediately after the time Tc1, and the acceleration gradually approaches zero while the speed of the rear carriage 21P approaches zero.

[0160] On the other hand, the third embodiment differs from the first embodiment in that the acceleration in the period from the time Tc3 to the time Td3 during braking is substantially constant, as shown by the waveform W38a in Fig. 15. As a result, the time elapsed from the start of braking to the substantial stop of the rear carriage 21P is shorter in the linear path control apparatus 10C of the third embodiment than in the linear path control apparatus 10A of the first embodiment. This means that in the linear path control apparatus 10C of the third embodiment, the time required from the start of braking to the stop of the rear carriage 21P can be shortened compared to the linear path control apparatus 10A of the first embodiment. This is an effect caused by the fact that the correction coefficient determining section 19C of the third embodiment determines the correction coefficient k3 using the square root.As described above, in the third embodiment, in order to avoid interference with the stopped leading carriage 21Q, the linear path control device 10C performs braking so that the acceleration of the rear carriage 21P becomes constant. Therefore, in the linear path control device 10C, interference can be avoided in a shorter time than that performed by the linear path control device 10A, and efficient control can be realized.

[0161] As shown by waveform W28a in Fig. As shown in Figure 11, the second embodiment has a feature in that the acceleration, which is substantially constant immediately before time Td2, immediately increases and has a peak in the negative direction (deceleration direction). Such a rapid change in acceleration causes vibration, noise, deterioration, and the like of the machine.

[0162] On the other hand, in the linear path control device 10C of the third embodiment, the acceleration (the acceleration of the time series command represented by waveform W38a in Fig. 15), after the start of braking, no peak in the negative direction occurs after the gap g becomes smaller than the setting value D2, and gradually approaches zero. As a result, the linear path control device 10C reduces the acceleration immediately before the rear carriage 21P stops. Therefore, the linear path control device 10C according to the third embodiment can achieve both efficient control by avoiding disturbance in a short time and control with less vibration, noise, and the like.

[0163] As described above, the linear path control device 10C according to the third embodiment corrects the time-series command using the correction coefficient k3 determined by the correction coefficient determining section 19C, thereby making it possible to partially maintain the acceleration during deceleration with respect to the stopped leading carriage 21Q. Furthermore, the linear path control device 10C can reduce a change in the acceleration immediately before the stopping of the trailing carriage 21P by correcting the time-series command using the correction coefficient k3. This allows the linear path control device 10C to realize efficient control with further reduced vibration and noise. Fourth embodiment.

[0164] Next, the fourth embodiment will be described with reference to Fig. 16 to 20. In the fourth embodiment, a linear path control device learns a parameter for determining a correction coefficient (parameter set for a correction function).

[0165] Fig. 16 is a diagram showing a configuration of a linear path system including a linear path control device according to the fourth embodiment. In Fig. 16 shown components, which have the same functions as those of the Fig. 1 are designated by the same reference numerals, and redundant descriptions are omitted.

[0166] One in Fig. For example, the linear path system 1D shown in FIG. 16 includes a linear path controller 10D, the conveying unit 50, the conveying path 55, the plurality of carriages 21, and a learned model storage section 53. Compared to the linear path system 1A, this means that the linear path system 1D includes the linear path controller 10D instead of the linear path controller 10A. Compared to the linear path controller 10A, the linear path controller 10D includes a command generation section 11D instead of the command generation section 11A.

[0167] In addition, the linear path system 1D includes the learned model storage section 53, which is not included in the linear path system 1A. The learned model storage section 53 stores a learned model 38, which will be described later. Note that the learned model storage section 53 may be arranged outside the linear path system 1D.

[0168] Depending on the setting value and the shape of the function concerning the method for determining the correction coefficient, the performance as a controller varies in the first to third embodiments, for example, the length of time required for braking, the magnitude of the condition in which interference between the carriages 21 can be avoided, the magnitude of generated acceleration, and the magnitude of generated vibration and noise. In the first to third embodiments, it is difficult for the user to finely adjust the setting value and the shape of the function suitable for the linear track systems 1A to 1C. Therefore, the linear track system 1D of the fourth embodiment automatically or adaptively determines the setting value concerning the method for determining the correction coefficient and the value concerning the design of the shape of the function.

[0169] Fig. 17 is a diagram showing an internal configuration of the linear path control device and the conveying unit according to the fourth embodiment. In Fig. 17 shown components, which have the same functions as those of the Fig. 1 are designated by the same reference numerals, and redundant descriptions are omitted.

[0170] Compared to the command generation section 11A, the command generation section 11D includes a correction coefficient determination section 19D instead of the correction coefficient determination section 19A. Furthermore, the command generation section 11D includes a learning section 60, which is not included in the command generation section 11A.

[0171] Compared to the correction coefficient determining section 19A, the correction coefficient determining section 19D determines a correction coefficient k4 instead of the correction coefficient k. The correction coefficient determining section 19D uses a learning result (learned model 38, which will be described later) by the learning section 60 to infer a parameter (coefficient parameter 39) to be used for a correction function (hereinafter referred to as a correction function F4) corresponding to the correction coefficient k4, and uses the coefficient parameter 39 to generate the correction function F4. Then, the correction coefficient determining section 19D determines the correction coefficient k4 based on the correction function F4 and the gap g.

[0172] In this way, the correction coefficient determining section 19D infers the coefficient parameter 39 using the learned model 38 and determines the correction coefficient k4. The coefficient parameter 39 is, for example, the setting value Z2, the setting value D2, and / or the setting value R2.

[0173] The learning section 60 includes a learning data acquisition section 61 and a model generation section 62. The learning data acquisition section 61 acquires learning data 37 including the gap g in the correction period and the coefficient parameter 39 for determining the correction coefficient k4 in the correction period. The learning data 37 may include at least one of the position, speed, acceleration, and jerk of the rear carriage 21P within the correction period. At least one of the position, speed, acceleration, and jerk of the rear carriage 21P within the correction period is used in calculating a reward described later.

[0174] The correction period is a period during which the correction coefficient k4 is applied to the driving of the rear carriage 21P. This means that the correction period is a period for preventing interference between the carriages 21P or a period for the rear carriage 21P to return to the pre-braking operation. During the correction period, the position, speed, acceleration, or jerk of the rear carriage 21P are corrected. The learning data acquisition section 61 determines the correction period based on the gap g and the coefficient parameter 39. The learning data acquisition section 61 sends the learning data 37 within the correction period to the model generation section 62.

[0175] The model generation section 62 generates, based on the learning data 37, the learned model 38 for inferring the coefficient parameter 39 (parameter of the correction function F4 used to determine the correction coefficient k4) from the gap g. The model generation section 62 includes a reward calculation section 63 and a function update section 64. Details of the reward calculation section 63 and the function update section 64 will be described later. The model generation section 62 outputs the generated learned model 38 to the learned model storage section 53.

[0176] The learned model storage section 53 stores the learned model 38. The learned model 38 stored in the learned model storage section 53 is read by the correction coefficient determination section 19D.

[0177] The correction coefficient determining section 19D includes an inference data obtaining section 65 and an inference section 66. The inference data obtaining section 65 obtains inference data 41 including the gap g. The inference section 66 infers the coefficient parameter 39, which is a correction coefficient determining parameter, based on the learned model 38 stored in the learned model storage section 53 and the inference data 41. The inference section 66 determines the correction function F4 using the coefficient parameter 39 and determines the correction coefficient k4 based on the correction function F4 and the gap g. The inference section 66 outputs the correction coefficient k4 to the time series command generating section 18. Learning phase

[0178] As the learning algorithm used by the learning section 60, a known algorithm can be used, such as supervised learning, unsupervised learning, or reinforcement learning. An example in which the model generation section 62 uses reinforcement learning as the learning algorithm will be described. In reinforcement learning, an agent (subject of an action) in an environment observes the current state (environmental parameters) and determines the action to be taken. The environment changes dynamically due to the agent's behavior, and the agent is given a reward according to the change in the environment. The agent repeats this to learn an action plan that maximizes the reward through a series of actions. A model generation section 62 includes the reward calculation section 63 and the function update section 64 for reinforcement learning.

[0179] The learning data acquisition section 61 acquires the learning data 37 including the coefficient parameter 39 (action) and the gap g (state), which are correction coefficient determination parameters. In reinforcement learning, the learning data acquisition section 61 may acquire the coefficient parameter 39 of the correction period when the linear track system 1D is operating and the time series data of the gap g as a single set of learning data 37.

[0180] In the first learning, the learning data acquisition section 61 acquires the coefficient parameter 39 set by the user as an initial value or the coefficient parameter 39 preset in the linear path control device 10D. The coefficient parameter 39 used in the first learning is, for example, the coefficient parameter (setting value Z2, setting value D2 and setting value R2) of the correction function F3, which is calculated with reference to Fig. 14. In addition, in the second and subsequent learning, the learning data obtaining section 61 obtains the coefficient parameter 39 inferred by the inference section 66.

[0181] Now, a method for determining a correction period in which the learning data 37 is obtained will be described with reference to Fig. 18 described. Fig. 18 is a diagram for explaining a correction period associated with learning data acquired by the linear path control apparatus according to the fourth embodiment. Fig. 18, a method of determining a correction period in which 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 carriage 21P, the speed of the rear carriage 21P, the acceleration of the rear carriage 21P, and the jerk of the rear carriage 21P; the gap g; and the coefficient parameter 39. The correction period applied by the learning data acquisition section 61 is a period in which the correction coefficient k4 associated with the learning data 37 is applied, and is set by the learning data acquisition section 61.

[0182] The horizontal axis in Fig. 18 represents the time. A waveform W41, which indicates the time course of the gap g, is in the first stage of Fig. 18, and a waveform W42 indicating the time course of the correction coefficient k4 associated with the gap g is shown in the second stage of Fig. 18. This means that Fig. 18 shows an example of the time series data of the gap g and the correction coefficient k4.

[0183] The first stage of Fig. 18 by a solid line is an example of time series data of the gap g between the carriages 21, which is obtained when the linear track system 1D is operating according to a specific condition. The waveform W41 obtained in the second stage of Fig. 18, the waveform W42 indicated by a solid line is an example of the correction coefficient k4 obtained under the same specific condition as that of the first stage. The correction coefficient k4 indicated by the waveform W42 may be a correction coefficient corresponding to the correction function F4 generated by the inference section 66 using the inferred coefficient parameter 39, or may be a correction coefficient corresponding to the correction function F3 obtained with reference to Fig. 14 is described.

[0184] The Grah, which is in the first stage of Fig. 18 shows a setting value H which is set in advance by the user and is a reference of the size of the gap g at which braking or the like is not performed to avoid interference of the rear car 21P with the preceding car 21Q. Further, the graph shown in the first stage of Fig. 18, a setting value F, which is a reference of the size of the gap g to be maintained to avoid interference between the rear car 21P and the leading car 21Q. Here, F < H is satisfied.

[0185] In the example shown in the first stage of Fig. 18, as indicated by the waveform W41, the gap g is larger than the setting value H in the period up to time T1, decreases between the setting value H and the setting value F in the period from time T1 to time T2, oscillates with damping near the setting value F in the period from time T2 to time T3, and increases between the setting value H and the setting value F from time T3 to time T4. In the period from time T4 to time T5, the gap g is larger than the setting value H, is equal to or smaller than the setting value H and larger than or equal to the setting value F in the period from time T5 to time T6, and is larger than the setting value H after time T6.

[0186] The correction coefficient k4, which is determined by the waveform W42 in the second stage of Fig. 18 is determined based on the correction model by the correction coefficient determining section 19D. This correction model has a coefficient parameter 39, which is a parameter for determining the correction coefficient k4. The linear path control device 10D of the fourth embodiment uses the correction function F3, which is the same as the one shown in Fig. 14, as the correction model. That is, the linear path control device 10D uses a correction function defined by the setting values ​​Z2, D2, R2, and the like.

[0187] In the example shown in the second stage of Fig. 18, as an example of the initial value of the coefficient parameter 39 at the start of learning, the correction coefficient k4 is shown in a case where 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. As shown in Fig. 18, the correction coefficient k4 is saturated to “1” during a period in which the gap g exceeds the setting value H, and the correction coefficient k4 is saturated to “0” during a period in which the gap g is below the setting value F.

[0188] In the description of the fourth embodiment, the gap g and the correction coefficient k4 in the setting value are described as an example of the result at the time of starting learning, but the fourth embodiment is not limited to this method. For example, the relationship between the gap g and the correction coefficient k4 naturally changes as learning progresses.

[0189] The learning data acquisition section 61 extracts a correction period for determining the learning data 37 based on the gap g. For example, the learning data acquisition section 61 extracts data of a series of periods in which the gap g is continuously below the setting value H as a single set of learning data 37. Example: In a case where the Fig. 18 is obtained as the measurement result of the gap g, the learning data acquisition section 61 sets the time period from time T1 to time T4 as the correction time period for generating the learning data 37 for a single set. Furthermore, the learning data acquisition section 61 sets a time period from time T5 to time T6 as a correction time period for generating the learning data 37 for a single set. In this case, the learning data acquisition section 61 sets a total of two sets of correction time periods from the Fig. 18 and generates two sets of learning data 37.

[0190] It should be noted that the learning data acquisition section 61 may extract the correction period for determining the learning data 37 by another method. The learning data acquisition section 61 may extract a series of periods in which the gap g is continuously below the setting value H and a period in which the gap g is at least once below the setting value F as a single set of learning data 37. In a case where this method is used, the learning data acquisition section 61 provides a single period from time T1 to time T4 in Fig. 18 as a correction time period for generating the learning data 37. In this case, the learning data obtaining section 61 sets a correction time period for a single sentence as a whole from the Fig. 18 and generates the learning data 37 for a single sentence.

[0191] The learning data acquisition section 61 acquires the coefficient parameter 39 used to obtain data of each correction period as the learning data 37, which corresponds to the "behavior" of reinforcement learning, which will be described later. Alternatively, the learning data acquisition section 61 may directly acquire the time series data of the correction coefficient k4 instead of the coefficient parameter 39 as one of the learning data 37.

[0192] Furthermore, the learning data acquisition section 61 acquires the time series data of the gap g in each period as one of the learning data 37 corresponding to the "state" of reinforcement learning, which will be described later. Alternatively, the learning data acquisition section 61 may convert the time series data into a characteristic quantity required for calculating a reward, described later, and acquire the characteristic quantity as one of the learning data 37 without storing the entire time series data of the gap g in each period.

[0193] The model generation section 62 learns the coefficient parameter 39 based on the learning data 37, which includes the coefficient parameter 39 and the gap g. That is, the learned model 38 is generated, which infers the coefficient parameter 39 from the gap g between the cars.

[0194] Q-learning and TD-learning are well-known as representative reinforcement learning methods. For example, in the case of Q-learning, a general update expression for the action value function Q(s,a) is represented by formula (7) below. Formula 7: Q(st,at)←Q(st,at)+α(rt+1+γmaxaQ(st+1,a)−Q(st,at))

[0195] In formula (7) s represents t the state of the environment at time t, and represents a t the action at time t. The action a t changes the state to s t+1 . Furthermore, r represents t+1 the reward that can be obtained due to the change in state, γ represents a discount rate, and α represents a learning coefficient. Note that γ is in the range of 0<γ≤ 1 and α is in the range of O<α≤1. In the fourth embodiment, the coefficient parameter 39 is the action a. t and the gap g is the state s t, and the learning section 60 learns the best action a t in the state s t at time t.

[0196] The update expression represented by formula (7) increases the action value Q if the action value Q of action a with the highest Q value at time t + 1 is larger than the action value Q of action a executed at time t, and reduces the action value Q otherwise. In other words, the action value function Q(s, a) is updated so that the action value Q of action a at time t is brought closer to the best action value at time t + 1. Thereby, the best action value in a certain environment propagates sequentially to the action values ​​in the previous environments.

[0197] The reward calculation section 63 calculates a reward based on the learning data 37. The reward calculation section 63 calculates a reward r based on a specific reward criterion (the generic name of a reward increase criterion and a reward decrease criterion will be described later). For example, the reward calculation section 63 increases the reward r (e.g., a reward of "1" is given) in the case of the reward increase criterion and decreases the reward r (e.g., a reward of "-1" is given) in the case of the reward decrease criterion.

[0198] Now the reward criterion is defined with reference to Fig. 18, which is described above. The reward increase criterion is a criterion as to whether the gap g has a behavior desired by the user. The reward calculation section 63 increases the reward r in a case where the gap g has a behavior desired by the user.

[0199] For example, the condition that satisfies the reward increase criterion may be that a series of time durations (durations from time T1 to time T4 and from time T5 to time T6 in the Fig. 18) of a single set of learning data 37 is shorter than a certain setting value. In other words, the reward calculation section 63 can give a good reward in a case where the rear carriage 21P quickly returns to the pre-avoidance operation after the disturbance avoidance operation is started. With this configuration, the linear track system 1D can realize the pre-correction avoidance operation, that is, the avoidance operation close to the original command, and therefore perform efficient control.

[0200] The reward reduction criterion is a criterion determining whether the gap g has a behavior that is undesirable for the user. The reward calculation section 63 reduces the reward r in a case where the gap g has a behavior that is undesirable for the user.

[0201] For example, the condition that satisfies the reward reduction criterion may be that an amount by which the minimum value of the gap g during a series of time periods of a single set of learning data 37 is below the setting value F (difference amount B1, which is a difference between the gap Gp1 and the setting value F at time Tp1 in Fig. 18 is greater than a preset setting value Bx (not shown).

[0202] By determining the reward criterion in this way, the linear track system 1D can minimize the amount in which the gap g between the rear carriage 21P and the front carriage 21Q is below the setting value F, and can realize control with a high possibility of avoiding interference between the carriages 21.

[0203] Furthermore, the reward reduction criterion may be determined based on information other than the gap g. For example, the condition that satisfies the reward reduction criterion may be that the driving force and / or the acceleration and / or the jerk of the carriage 21 exceeds a predetermined setting value in the corresponding period. With this setting, the linear track system 1D can reduce the driving force and / or the acceleration and / or the jerk (change in acceleration) associated with the avoidance of the disturbance, and can realize control with reduced vibration and noise.

[0204] In addition, if the reward increase criterion is set such that the duration of the series of time durations is shortened as described above, there is a possibility that the learned model 38 is learned, which frequently repeats an operation in which the gap g is slightly below the setting value H and exceeds the setting value H in an extremely short time. Therefore, a condition that satisfies the reward decrease criterion may be that the duration of the time (from time T4 to time T5) from the time (time T4 in Fig. 18), at which the reference of a piece of the learning data 37 ends, until the time (time T5 in Fig. 18), at which the acquisition of the next piece of the learning data 37 begins, is smaller than a specific setting value. This means that the reward calculation section 63 can reduce the reward r in a case where the period of time in which the learning data 37 is not acquired is smaller than a specific setting value. In this way, the linear track system 1D can be configured to give a penalty (setting to reduce the reward r) in a case where an unnatural behavior of the linear track system 1D is performed, for example, increasing the reward r by slightly oscillating the gap g near the boundary of the setting value H.

[0205] Furthermore, various reward criteria for increasing control efficiency and the probability of avoiding a disturbance are conceivable, based on the driving force, the gap g, the position of the carriage 21, the speed of the carriage 21, the acceleration of the carriage 21, the jerk of the carriage 21, or the like accompanying the operation to avoid a disturbance. For example, the linear track system 1D can realize control that requires less energy for driving by providing an upper limit value for the root mean square of the driving force command 31 as a reward criterion and setting the exceedance of the upper limit value as a condition that satisfies the reward reduction criterion.Furthermore, the linear track system 1D can realize control in which the gap g is small on average by providing an upper limit for the average value of the gap g and setting the exceedance of the upper limit as a condition that satisfies the reward reduction criterion. Furthermore, the linear track system 1D can realize control with low oscillation of the gap g by providing an upper limit for the maximum value of the signal obtained by applying the high-pass filter to the frequency of the gap g and setting the exceedance of the upper limit as a condition that satisfies the reward reduction criterion.

[0206] The reward increase criterion and the reward decrease criterion described above can be appropriately combined. Furthermore, the reward criterion described as the reward increase criterion can be changed to the reward decrease criterion by changing the size ratio of the values ​​to be compared. Similarly, the reward criterion described as the reward decrease criterion can be changed to the reward increase criterion by changing the size ratio of the values ​​to be compared. This means that if the condition that satisfies the reward increase criterion is that condition X1 is met, the reward increase criterion can be changed to the reward decrease criterion by setting the condition that satisfies the reward decrease criterion to that condition X1 is not met.This means that if the condition that satisfies the reward decrease criterion is that condition X2 is satisfied, the reward decrease criterion can be changed to the reward increase criterion by setting the condition that satisfies the reward increase criterion to that condition X2 is not satisfied.

[0207] The function updating section 64 updates the function for determining the coefficient parameter 39 according to the reward r calculated by the reward calculating section 63, and outputs the updated function to the learned model storing section 53. In the case of Q-learning, for example, the function updating section 64 uses the action value function Q(s t , a t ), which is represented by formula (7), as a function for calculating the coefficient parameter 39.

[0208] The learning section 60 repeatedly executes the above learning. The learned model storage section 53 stores the action value function Q(s t , a t ), which has been updated by the function update section 64, ie stores the learned model 38.

[0209] Next, the process of learning through the learning section 60 with reference to Fig. 19 described. Fig. 19 is a flowchart showing a procedure for a learning process executed by the linear path control apparatus according to the fourth embodiment.

[0210] The learning data acquisition section 61 acquires the coefficient parameter 39 and the gap g as the learning data 37 (step S21). The learning data acquisition section 61 sends the learning data 37 to the model generation section 62.

[0211] The model generation section 62 calculates the reward r based on the coefficient parameter 39 and the gap g (step S22). Specifically, the reward calculation section 63 obtains the coefficient parameter 39 and the gap g and determines whether to increase the reward r based on a predetermined reward criterion (step S23).

[0212] In response to the determination to increase the reward r (step S23, yes), the reward calculation section 63 increases the reward r (step S24). In response to the determination to decrease the reward r (step S23, no), the reward calculation section 63 decreases the reward r (step S25).

[0213] After steps S24 and S25, the function updating section 64 updates the action value function Q(s t , a t), which is represented by formula (7) and stored in the learned model storage section 53, based on the reward r calculated by the reward calculation section 63 (step S26).

[0214] The learning section 60 repeatedly executes the above steps S21 to S26 and stores the generated action value function Q(s t , a t ) in the learned model storage section 53 as the learned model 38.

[0215] Note that the inference section 66 may determine and output a new coefficient parameter 39 for each repetition of steps S21 to S26 to obtain further learning data 37. As a result, the linear track system 1D operates using the new coefficient parameter 39 and can obtain the new gap g. As a result, the linear track system 1D can perform learning adapted to various conditions by obtaining the new learning data 37 based on the newly obtained information, such as the gap g.

[0216] In the fourth embodiment, the case where the learned model storage section 53 is provided outside the learning section 60 has been described, but the learned model storage section 53 may be arranged inside the learning section 60. Application phase

[0217] Next, the operation of the correction coefficient determining section 19D will be described. The inference data obtaining section 65 obtains the gap g at each time point to determine the correction coefficient k4. The inference data obtaining section 65 sends the inference data 41 containing the gap g to the inference section 66.

[0218] The inference section 66 reads the learned model 38 from the learned model storage section 53. The inference section 66 infers the coefficient parameter 39 using the learned model 38. This means that the inference section 66 can infer the coefficient parameter 39 suitable for the gap g by inputting the gap g acquired by the inference data acquisition section 65 into the learned model 38.

[0219] The inference section 66 generates the correction function F4 defined by the inferred coefficient parameter 39 and determines the correction coefficient k4 by inputting the gap g into the correction function F4. The inference section 66 sends the inferred coefficient parameter 39 to the learning data acquisition section 61 and sends the determined correction coefficient k4 to the time series command generation section 18.

[0220] Note that in the fourth embodiment, the case where the inference section 66 outputs the coefficient parameter 39 using the learned model 38 learned by the model generation section 62 was described. However, the inference section 66 may obtain the learned model 38 from another linear path system and output the coefficient parameter 39 based on the learned model 38.

[0221] Next, a processing in which the inference section 66 infers the coefficient parameter 39 is carried out with reference to Fig. 20 described. Fig. 20 is a flowchart showing a procedure for an inference process executed by the linear path control apparatus according to the fourth embodiment.

[0222] The inference data acquisition section 65 acquires the gap g at each time as the inference data 41 (step S31). The inference data acquisition section 65 sends the inference data 41 containing the gap g to the inference section 66.

[0223] The inference section 66 reads the learned model 38 from the learned model storage section 53. The inference section 66 inputs the gap g into the learned model 38 read from the learned model storage section 53 (step S32) and obtains the coefficient parameter 39. The inference section 66 sets the obtained coefficient parameter 39 in the correction function F4. That is, the inference section 66 generates the correction function F4 in which the coefficient parameter 39 is set (step S33). The correction function F4 generated by the inference section 66 may be stored in the inference section 66 or may be stored outside the inference section 66.In a case where the correction function F4 is stored in a storage device arranged outside the inference section 66, the inference section 66 outputs the correction function F4 to the storage device arranged outside.

[0224] The correction function F4 is a function defined using the output coefficient parameter 39. The correction function F4 corresponds to the correction coefficient k4. The inference section 66 determines the correction coefficient k4 based on the gap g and the correction function F4. Specifically, the inference section 66 determines the correction coefficient k4 by inputting the gap g to the correction function F4 (step S34). The inference section 66 sends the determined correction coefficient k4 to the time series command generation section 18.

[0225] The linear path control device 10D can realize the efficient operation of the linear path system 1D with less vibration and less noise based on the learned model 38 learned by repeating steps S31 to S34 for each cycle of updating the correction coefficient k4.

[0226] Although the fourth embodiment described the case where reinforcement learning was applied as the learning algorithm used by the inference section 66, it should be noted that the present disclosure is not limited thereto. Instead of reinforcement learning, supervised learning, semi-supervised learning, or the like may be applied as the learning algorithm.

[0227] The learning algorithm used by the model generation section 62 can also be deep learning, which directly learns feature extraction itself. Alternatively, other known methods, such as neural networks, genetic programming, functional programming, or support vector machines, can be used to perform machine learning.

[0228] It should be noted that the learning section 60 and the reasoning section 66 may, for example, be devices that are separate from the linear path system 1D and connected to the linear path system 1D via a network. Furthermore, the learning section 60 and the reasoning section 66 may exist on a cloud server.

[0229] Furthermore, the model generation section 62 can learn the coefficient parameter 39 using the learning data 37 acquired from multiple linear path systems. Note that the model generation section 62 can acquire the learning data 37 from multiple linear path systems used in the same area, or learn the coefficient parameter 39 using the learning data 37 collected from multiple linear path systems operating independently in different areas. During learning, it is also possible to add a new linear path controller from which the learning data 37 is to be collected, or to remove a linear path controller to stop collecting the learning data therefrom.In addition, the learning section 60, which has learned the coefficient parameter 39 for a particular linear path system, can be applied to another linear path system, and the coefficient parameter 39 can be relearned and updated for this linear path system.

[0230] As described above, in the linear path control device 10D according to the fourth embodiment, the learning section 60 generates the learned model 38 for inferring the coefficient parameter 39 of the correction function F4, and the correction coefficient determining section 19D infers coefficient parameters 39 using the learned model 38. Thereby, the linear path system 1D can realize efficient control with less vibration and less noise without the user setting the coefficient parameter 39 of the correction function F4 in detail.

[0231] The hardware configuration of the linear path control units 10A to 10D will now be described. Because the linear path control units 10A to 10D have the same hardware configuration, the hardware configuration of the linear path control unit 10A will be described here.

[0232] Fig. 21 is a diagram showing an exemplary hardware configuration for implementing the linear path control device according to the first embodiment. The linear path control device 10A can be implemented by an input device 300, a processor 100, a memory 200, and an output device 400. The processor 100 is, for example, a central processing unit (CPU, also referred to as a central processing device, processing device, calculation device, microprocessor, microcomputer, or digital signal processor (DSP)) or a highly integrated system. The memory 200 is, for example, a random access memory (RAM) or a read-only memory (ROM).

[0233] The linear path control device 10A is implemented by the processor 100, which reads and executes a computer-executable control program stored in the memory 200 to carry out the operation of the linear path control device 10A. It can also be said that the control program, which is a program for carrying out the operation of the linear path control device 10A, causes a computer to execute the procedure or method related to the linear path control device 10A.

[0234] The control program executed by the linear path control device 10A has a modular configuration, including the command generation section 11A and the drive control sections C1 to Cm. The command generation section 11A and the drive control sections C1 to Cm are loaded into a main storage device, and the command generation section 11A and the drive control sections C1 to Cm are generated on the main storage device.

[0235] The input device 300 receives the rear position information 40P and the front position information 40Q from the position detector 52 and sends the rear position information 40P and the front position information 40Q to the processor 100.

[0236] Memory 200 stores a control program and the like. Memory 200 is also used as temporary storage when processor 100 executes various processes. Output device 400 outputs a current to stator 51.

[0237] The control program may be stored in a computer-readable storage medium, an installable or executable file, and provided as a computer program product. Alternatively, the control program may be provided to the linear path control device 10A via a network, such as the Internet. Note that part of the function of the linear path control device 10A may be implemented by dedicated hardware, such as a dedicated circuit, and the other part may be implemented by software or firmware.

[0238] It should be noted that the hardware configuration of the command generation section 11A is the one shown in Fig. 21. Furthermore, the hardware configuration of the drive control sections C1 to Cm may be as shown in Fig. 21. A part (for example, the learning section 60 and the correction coefficient determination section 19D) of the command generation sections 11A to 11D may be the hardware configuration shown in Fig. 21 have the hardware configuration shown.

[0239] Furthermore, the hardware configuration of the linear path control devices 10A to 10D may include multiple processors, multiple memories, multiple input devices, and multiple output devices. Furthermore, the linear path control devices 10A to 10D may be a controller configured by a single housing or may be divided into multiple housings, each housing containing a processor, a memory, an input device, and an output device, so that the linear path control devices 10A to 10D are configured by the cooperation of the housings.

[0240] The configurations described in the above embodiments are examples. The embodiments can be combined with other well-known techniques and with each other, and some of the configurations can be omitted or changed to an extent that does not deviate from the core idea. List of reference symbols 1A to 1D linear track system; 10A to 10D linear path control unit; 11A to 11D instruction generation section; 12 movement control section; 13 current control section; 16 subtractors; 17 Target setting section; 18 Time series command generation section; 19A to 19D Correction coefficient determination section; 21 cars; 21P rear car; 21Q preceding car; 30 time series command; 31 Driving force command; 34 Target position; 37 learning data; 38 learned model; 39 coefficient parameters; 40P Rear position information; 40Q Previous position information; 41 inference data; 50 transport units; 51 stator; 52 position detector; 53 Learned model storage section; 55 transport route; 60 learning sections; 61 Learning data reference section; 62 Model generation section; 63 Reward Calculation Section; 64 Feature Update Section; 65 Inference data reference section; 66 Conclusion section; 100 processor; 200 storage; 300 input device; 400 output device; C, C1 to Cm drive control section; F1 to F4 correction function; g, Gp1 gap; k, k2 to k4 correction coefficient. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2009 - 187 239

[0004]

Claims

[1] Linear path control device, comprising: a drive control section which controls a current for generating a driving force between a first carriage moving along a conveyance path on which a stator is arranged and the stator, and which controls a current for generating a driving force between a second carriage arranged in a traveling direction of the first carriage and the stator; and a command generation section which generates a time series command defining a position and / or a speed and / or an acceleration of the first carriage in time series, and which outputs the time series command to the drive control section, wherein the command generation section comprises: a target setting section that sets a target value indicating a target of a position or a speed of the first carriage; a correction coefficient determining section that determines a correction coefficient for correcting a position, a speed, or an acceleration of the first carriage based on a gap that is a relative value between position information indicating a position of the first carriage on the conveyance path and position information indicating a position of the second carriage on the conveyance path; and a time series command generation section which generates the time series command based on the target value and the correction coefficient. [2] Linear path control device according to claim 1, wherein the correction coefficient is a coefficient for correcting a speed command for specifying a speed of the first carriage, and wherein the correction coefficient determining section determines the correction coefficient by inputting a value of the gap into a correction function representing a relationship between the gap and the correction coefficient. [3] The linear path control apparatus according to claim 2, wherein the correction coefficient determining section determines the correction coefficient, which is between zero and one, based on the correction function. [4] The linear path control apparatus according to claim 2 or 3, wherein the correction coefficient determining section determines the correction coefficient based on the correction function proportional to a power root of an arithmetic value calculated using the gap. [5] The linear path control apparatus according to claim 4, wherein the correction coefficient determining section determines the correction coefficient based on the correction function proportional to a square root of an arithmetic value calculated using the gap. [6] Linear path control device according to claim 2 or 3, wherein the correction function comprises a first correction function proportional to a power root of an arithmetic value calculated using the gap and a second correction function proportional to the gap, wherein the first correction function is set for a first gap area, which is a region of the gap, wherein the second correction function is set for a second gap area, which is a region of the gap, and wherein a value of the gap contained in the first gap range is greater than a value of the gap contained in the second gap range. [7] Linear path control device according to claim 1, wherein the correction coefficient is a coefficient for correcting a position command for specifying a position of the first carriage, and wherein the correction coefficient determining section determines the correction coefficient by inputting a value of the gap into a correction function representing a relationship between the gap and the correction coefficient. [8] Linear path control device according to one of claims 1 to 7, further comprising: a learning data acquisition section that acquires learning data including a correction coefficient determination parameter, which is a parameter for determining the correction coefficient, and the gap associated with the correction coefficient determination parameter; and a model generation section which generates a learned model for inferring the correction coefficient determination parameter from the gap based on the learning data. [9] The linear path control apparatus according to claim 8, wherein the learning data includes at least one of the gap, a position of the first carriage, a speed of the first carriage, an acceleration of the first carriage, and a jerk of the first carriage within a correction period which is a period in which the position of the first carriage is corrected. [10] A linear path control apparatus according to claim 8 or 9, wherein the correction coefficient determining section comprises: an inference data reference section which refers to inference data comprising the gap; and an inference section that infers the correction coefficient determination parameter based on the learned model and the inference data and determines the correction coefficient using the correction coefficient determination parameter. [11] Linear track system, comprising: a conveying path on which a stator is arranged; a first carriage moving along the conveyance path; a second carriage arranged in a direction of travel of the first carriage; and a linear track control device for driving the first carriage and the second carriage, wherein the linear path control device comprises: a drive control section which controls a current for generating a driving force between the stator and the first carriage and which controls a current for generating a driving force between the stator and the second carriage; and a command generation section which generates a time series command defining a position and / or a speed and / or an acceleration of the first carriage in time series, and which outputs the time series command to the drive control section, and wherein the command generation section comprises: a target setting section that sets a target value indicating a target of a position or a speed of the first carriage; a correction coefficient determining section that determines a correction coefficient for correcting a position, a speed, or an acceleration of the first carriage based on a gap that is a relative value between position information indicating a position of the first carriage on the conveyance path and position information indicating a position of the second carriage on the conveyance path; and a time series command generation section which generates the time series command based on the target value and the correction coefficient.

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