JP2018067284A - Drive control device, drive control system, torque control device, assist control device - Google Patents

Abstract

Provided is a drive control device capable of improving the accuracy of disturbance estimation as much as possible regardless of the drive state of a drive unit in consideration of the viscosity change in the disturbance estimation even when applied to a mechanism unit having a viscosity change. For each part of the apparatus, in a drive / detection unit 230, a motor driver 235 drives a motor of a mechanism unit having a viscosity change including a lubricant coupled with an object to be controlled via an actuator 232 of the drive unit 231. The drive information detection unit 236 detects the drive information of the drive unit 231, and the current detection unit 234 detects the current of the drive unit 231. In the CPU 210, the disturbance estimation unit 238 estimates a load disturbance applied to the mechanism unit based on current and drive information, and the drive control unit 213 includes a drive unit 231 including a drive command included in the load disturbance and the mechanism unit and the drive unit 231. In addition to the control based on the viscosity coefficient relating to the driving force and the drive information, the value of the viscosity coefficient is corrected according to the stop time while the mechanism is stopped by the drive unit 231 when the load disturbance is estimated. [Selection] Figure 2

Description

  The present invention relates to a drive control device, a drive control system, a torque control device, and an assist control device.

  2. Description of the Related Art Conventionally, a technique using a disturbance observer is known as a method for estimating a disturbance or disturbance torque in a manipulator corresponding to an arm or hand of an industrial robot that is an example of an object to be controlled by this type of drive control device. In such a technique, a disturbance is estimated from the current, angular velocity, angular acceleration, and the like of a motor that is an electric motor connected to a mechanism unit coupled to a manipulator. Specifically, the disturbance is determined from the relationship between the input torque multiplied by the motor current and the torque constant, the output torque multiplied by the inertia and angular acceleration indicating the motor inertia moment, and the frictional force related to Coulomb friction and viscous friction. A case where torque is estimated can be exemplified.

  An example of a well-known technique related to estimation of disturbance and disturbance torque in such a controlled object is given below. "Servo control device and method" that can obtain the frictional force that changes with time and temperature more accurately, and can always maintain high control performance of position control and flexible control without depending on the change of time and temperature (Patent Document) 1).

  The technology according to Patent Document 1 described above is means for constantly correcting the torque command value and the simulation value in a certain time to correct the viscosity value and the Coulomb friction value in order to improve the position control and flexible control performance by friction compensation. Is disclosed. However, such a method has a problem that, when applied to a mechanism having a viscosity change caused by a lubricant such as grease, the viscosity parameter changes, and the accuracy of disturbance estimation deteriorates. In addition, the viscosity value at the time of disturbance estimation is not considered, and there is a problem that the viscosity value cannot be corrected while the motor receiving the drive command from the drive unit is stopped.

  In addition, the technique according to Patent Document 1 dynamically switches the viscous friction coefficient with respect to time change or temperature change without depending on time or temperature change in order to improve the accuracy of torque estimation of the drive unit. Yes. Alternatively, a technique is disclosed in which a viscous friction coefficient is compensated for a time change by generating a friction model according to the time change. However, this method has a problem that the accuracy of disturbance torque estimation deteriorates because changes in the viscous friction coefficient with respect to changes in conditions represented by time, speed, and temperature are not taken into consideration.

  The present invention has been made to solve such problems, and the main technical problem can be expressed as follows. A drive control device, drive control system, torque control device, and assist that can improve the accuracy of disturbance estimation regardless of the drive state of the drive unit, taking into account the viscosity change in the disturbance estimation, even when applied to a mechanism portion with viscosity change A control device is provided.

  Further, other technical problems of the present invention can be expressed as follows. Provided is a drive control device, a drive control system, a torque control device, and an assist control device that can improve the accuracy of disturbance torque estimation in consideration of a change in viscous friction coefficient with respect to a situation change even when applied to a mechanism portion having a viscosity change. Is.

  In order to solve the above technical problem, an embodiment of the present invention includes a drive unit that drives a control target, a mechanism unit that is connected to the control target and the drive unit and has a viscosity change including a lubricant, and a drive A drive information detection unit that detects drive information of the mechanism unit by the unit, a current detection unit that detects a current flowing through the drive unit, and a current detected by the current detection unit and a drive information detection unit that detects a load disturbance applied to the mechanism unit A disturbance estimation unit that estimates based on the detected drive information, a viscosity coefficient related to the drive unit and the mechanism unit included in the load disturbance estimated by the disturbance estimation unit, and drive information detection A control unit that controls based on the drive information detected by the unit, the control unit, the value of the viscosity coefficient when estimating the load disturbance by the disturbance estimation unit, of the mechanism unit by the drive unit Predetermined after the start of driving Asymptotic to a value that is, and and setting to asymptotically to different values in response to changes in the driving information.

  In the present invention, the configuration according to the above aspect can improve the accuracy of load disturbance estimation regardless of the driving state by the driving unit in consideration of the viscosity change in the disturbance estimation even when applied to a mechanism unit having a viscosity change. It becomes like this. Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

FIG. 1 shows a schematic configuration of a manipulator device to which a drive control device according to an embodiment of the present invention is applied, in which (a) shows a connection configuration between a manipulator body provided with a drive control device, a manipulator to be controlled, and peripheral devices. The block diagram which concerns, (b) is the figure which showed the external appearance of the manipulator from the side surface direction. It is the block diagram which showed the detailed structure of the manipulator apparatus shown in FIG. 1 including a peripheral device. It is the schematic which showed the external appearance structure of the input part with which the manipulator main body of the manipulator apparatus shown in FIG. 2 is equipped. FIG. 3 illustrates a circuit configuration when the disturbance estimation unit provided in the manipulator body of the manipulator device shown in FIG. 2 is a disturbance torque estimation unit, where (a) is a circuit configuration diagram without a low-pass filter, and (b) a low-pass filter. FIG. FIG. 5 is a block diagram illustrating a configuration example of a torque control circuit when torque control is performed using a disturbance torque estimation value obtained by a disturbance torque estimation unit illustrated in FIG. FIG. 6 is a schematic diagram of an image for performing assist control using the torque control circuit shown in FIG. 5, in which (a) shows an operation indicated by a relationship of a force change with respect to a position change compared to an operation state transition of a manipulator. A characteristic diagram of the necessary force, (b) is a diagram showing the relationship of the operating force command value with respect to the operating force of the external force. 6 is a flowchart showing an operation process related to a drive control unit in a CPU provided in the manipulator body of the manipulator device shown in FIG. 2 when assist control is performed using the torque control circuit shown in FIG. 5. FIG. 5 is a diagram illustrating a circuit configuration when the disturbance torque estimation unit shown in FIG. 4B is used for correcting a viscous friction coefficient using a temperature detected by a temperature sensor. FIG. 9 is a characteristic diagram showing a relationship between a viscous friction coefficient and a frictional force with respect to a rotational angular velocity at different temperatures when the disturbance torque estimation unit shown in FIG. 8 is applied, and (a) is a characteristic diagram of the viscous friction coefficient with respect to the rotational angular velocity. (B) is a characteristic view of the frictional force with respect to the rotational angular velocity. When the disturbance torque estimation unit shown in FIG. 8 is applied, the characteristic parameter when the viscous friction coefficient is corrected by changing the rotational angular velocity and the temperature in different patterns corresponding to the drive time of the mechanism by the drive unit is the moving rotational distance. It is the figure shown by contrasting. 4A is a diagram related to the characteristic parameter pattern 1, FIG. 4B is a diagram related to the characteristic parameter pattern 2, and FIG. 4C is a diagram related to the characteristic parameter pattern 3. FIG. When the disturbance torque estimation unit shown in FIG. 8 is applied, the characteristic parameter when the viscous friction coefficient is corrected by changing the rotational angular velocity in the middle corresponding to the drive time of the mechanism by the drive unit is compared with the moving rotation distance. FIG. FIG. 4A is a diagram related to the characteristic parameter pattern 4, and FIG. 4B is a diagram related to the characteristic parameter pattern 5. In the characteristic parameter pattern 4 in FIG. 11A, the third time before the viscous friction coefficient becomes asymptotic to the first viscous friction coefficient after a sufficient time has elapsed since the rotation angular speed is started to drive at the first rotation angular speed. It is the figure which contrasted and showed the characteristic of the viscous friction coefficient with respect to time at the time of changing to a rotation angular velocity, and the rotation angular velocity. FIG. 8 is a flowchart relating to an operation process of viscous friction coefficient correction control based on a driving time after driving the driving / detecting unit and the mechanism unit via the driving unit by the driving control unit described in FIG. 7; FIG. 8 is a flowchart relating to an operation process of viscous friction coefficient correction control based on a moving rotation distance after driving to the mechanism unit via the driving / detecting unit and the driving unit by the driving control unit described in FIG. 7; It is a characteristic view of the correction function characteristic shown by the relationship of the viscous friction coefficient C with respect to the stop time of the mechanism part by the drive part used for correction | amendment of the viscous friction coefficient which concerns on an Example. FIG. 4A is a diagram relating to a non-linear correction function, and FIG. 4B is a diagram relating to a linear correction function. It is the figure which showed the correction function shown by the relationship of the viscous friction coefficient with respect to time, and the operation characteristic shown by the relationship of the rotational angular velocity of the motor with respect to time in the pattern of the correction | amendment operation of the viscous friction coefficient which concerns on an Example. It is the characteristic view which showed the correction function switched and used at the time of correction | amendment of the viscous friction coefficient C which concerns on an Example by the relationship of the viscous friction coefficient with respect to time. It is a flowchart which shows the operation processing of viscous friction coefficient correction | amendment by the drive control part in CPU with which the manipulator main body of the manipulator apparatus shown in FIG. 2 is equipped. It is the schematic which shows the drive control system of the structure which used the manipulator apparatus shown in FIG. 2 for factory facilities, and was connected with the high-order system and the other apparatus with the network. It is a flowchart which shows the correction process of the viscous friction coefficient when the present time is input with the input part with which the manipulator apparatus shown in FIG. 2 is equipped. It is a flowchart which shows the correction process of a viscous friction coefficient when the time when the power supply is off is input in the input part with which the manipulator apparatus shown in FIG. 2 is input. FIG. 2 is a characteristic diagram illustrating a correction function used when estimating and measuring a time during which the power is off based on a temperature detected by a temperature sensor provided in the manipulator device illustrated in FIG. It is. FIG. 22A is a diagram relating to characteristics of a nonlinear estimation correction function, and FIG. 22B is a diagram relating to characteristics of a linear estimation correction function. It is a flowchart which shows the operation process of operation mode switching by the drive control part in CPU with which the manipulator main body of the manipulator apparatus shown in FIG. 2 is equipped.

  Hereinafter, examples of the drive control device, the drive control system, the torque control device, and the assist control device of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows a schematic configuration of a manipulator device 200 to which a drive control device according to an embodiment of the present invention is applied. FIG. 4A is a block diagram relating to a connection configuration of a manipulator body 201 having a drive control device, a manipulator to be controlled, and peripheral devices, and FIG. 4B is a diagram showing an external view of the manipulator from the side. .

  Referring to FIGS. 1 (a) and 1 (b), the manipulator device 200 includes a base 102 in which the base portion of the other end portion of the arm 101 having one end side serving as a hand is attached and fixed to the base plate 108. It is pivotally supported and becomes a joint. In addition, the arm 101 is coupled to the mechanism unit as a control target manipulator having one degree of freedom in which the arm 101 can rotate with the drive shaft 103 as an axis. On this, the drive controller provided in the manipulator body 201 is configured to drive the electric motor of the mechanism unit. The driving center 103 of the manipulator here is connected to a speed reducer 106 and is rotationally driven by power from a motor 105 as an electric motor. Thereby, the power of the motor 105 connected to the speed reducer 106 is transmitted, and the arm 101 is rotationally driven with respect to the drive center 103. In order to brake the operation of the arm 101, a clutch as a power transmission mechanism may be interposed between the base portion of the arm 101 and the speed reducer 106. A motor encoder (ENC) 104 capable of measuring the amount of rotation is attached to the motor 105. Here, the mechanism unit shows a configuration including a motor 105 and a speed reducer 106 and a motor encoder 104 connected to a drive unit that drives the motor 105 (or the arm 101 may be included). The base 102 serves as a support part for the mechanism part and the motor 105 and the arm 101 of the manipulator. The manipulator itself has a structure in which the speed reducer 106 and the motor 105 to which the motor encoder 104 is attached are fixed to the arm 101 and the drive center 103 is fixed to the base 102. In addition, an external connection device 107, which will be described later, is connected to the manipulator body 201.

  It is assumed that the manipulator mechanism in the above-described manipulator device 200 has a viscosity change including a lubricant. Incidentally, although the controlled object is the arm 101 of the manipulator here, it can also be applied to a wave gear device, a machine tool or the like including a lubricant such as grease. In such a case, the motor 105 of the mechanism unit can use a prime mover in a broad sense including other fluid machines and heat engines.

  FIG. 2 is a block diagram showing a detailed configuration of the manipulator device 200 shown in FIG. 1 including peripheral devices.

  Referring to FIG. 2, the manipulator device 200 is configured by connecting a power supply unit 291 corresponding to the external connection device 107 described above as a peripheral device to the manipulator body 201 and a host controller 281. When image information is required for manipulator operation, an image input device 271 is further connected to the host controller 281. Incidentally, the configuration itself of the manipulator device 200 can be changed. Except for configuring the manipulator body 201, the host controller 281 and the power supply unit 291 as separate bodies, a stand-alone configuration in which all of them are mounted in the manipulator body 201 can be exemplified.

  The detailed configuration of the manipulator body 201 includes a CPU 210 that issues a drive command to the actuator 232 of the drive unit 231 via the motor driver 235 of the drive / detection unit 230. The communication control unit 211 in the CPU 210 is connected to the host controller 281 through the communication network 282, and various information is transmitted from the host controller 281 to the drive control unit 213 in the CPU 210 via the communication network 282 and the communication control unit 211. . The various information includes operation mode information, various parameters necessary for drive control, target movement position information of the manipulator, and the like.

  The CPU 210 receives signals from various sensors 220 and various switches 221. For example, an operation mode can be input and set from an input unit 239 that can be connected to the CPU 210. At this time, an orbit stop operation such as an emergency stop for the manipulator is performed by an operation command of the drive control unit 213 based on the signal information. Further, a clock 223 is connected to the CPU 210 via an input terminal and an output terminal, and a clock signal is taken in.

  In addition, the CPU 210 is equipped with a storage unit 214 having various memory functions for rewritably storing operation programs and information necessary for operation control of the manipulator, and a timer 212 for counting. The drive control unit 213 connected thereto outputs a drive command to the actuator 232 of the drive unit 231 by the motor driver 235 of the drive / detection unit 230 as operation control of the manipulator. At this time, the drive control unit 213 controls the output of the drive command based on the viscosity coefficient related to the motor 105 and the mechanism unit included in the load disturbance estimated by the disturbance estimation unit 238. That is, each joint of the manipulator is performed by driving the motor 105 of the mechanism unit by the actuator 232 of the drive unit 231 driven by the motor driver 235 of the drive / detection unit 230 that receives the drive command from the drive control unit 213. In FIG. 2, the drive unit 231 is configured by adding an encoder 233 to the actuator 232 and is shown as being included in the drive / detection unit 230.

  The drive information of the actuator 232 is input to the drive information detection unit 236 of the drive / detection unit 230 as a signal from the encoder 233 attached to the actuator 232 of the drive unit 231. The drive information detection unit 236 converts the signal from the encoder 233 into drive information such as a movement amount, a movement speed, and a movement acceleration.

  The current flowing through the actuator 232 of the mechanism unit 321 is detected in the drive / detection unit 230 by the current detection unit 234 of the drive / detection unit 230. Furthermore, the drive / detection unit 230 may include a temperature sensor 240 as a temperature detection unit that detects the temperature of the drive unit 231, and temperature detection information may be sent to the disturbance estimation unit 238. The drive information detected by the drive information detection unit 236, the current detected by the current detection unit 234, and the temperature detected by the temperature sensor 240 are input to the disturbance estimation unit 238 in the CPU 210. The disturbance estimation unit 238 estimates a load disturbance applied to the drive unit 231 based on the input drive information, current, and temperature, and sends the estimated load disturbance to the drive control unit 213. In addition, when using the temperature sensor 240, it is preferable to install the temperature sensor 240 directly in the case of the drive part 231 holding a lubricant. For example, if it is directly attached to a harmonic drive (registered trademark) case near the grease of the lubricant, the temperature of the grease can be directly detected.

  The drive control unit 213 generates a target command value based on the drive information detected by the drive information detection unit 236, the load disturbance value estimated by the disturbance estimation unit 238, and the operation mode set by the input unit 239 and the like. . At this time, the drive control unit 213 sends a drive command to the motor driver 235 of the drive / detection unit 230 so as to drive according to the target command value, and drives the actuator 232 of the drive unit 231 by feedback control. As a result, the motor 105 shown in FIG. 1 is controlled to rotate along the target command value. The load disturbance estimated by the disturbance estimation unit 238 includes a viscosity coefficient related to the mechanism unit including the motor 105 and the drive unit 231.

  The drive unit 231 is connected to the drive information detection unit 236, the current detection unit 234, and the motor driver 235 of the drive / detection unit 230. The drive information detection unit 236 detects drive information of the actuator 232 of the drive unit 231 by the motor driver 235 in the drive / detection unit 230. The current detection unit 234 detects a current flowing through the motor driver 235 in the drive / detection unit 230.

  The disturbance estimation unit 238 estimates the load disturbance applied to the drive unit 231 based on the current detected by the current detection unit 234, the drive information detected by the drive information detection unit 236, and the temperature detected by the temperature sensor 240. . The drive control unit 213 drives the drive / detection unit 230 detected by the drive information detection unit 236 and the viscosity coefficient related to the mechanism unit and the drive unit 231 included in the load disturbance estimated by the disturbance estimation unit 238. Control based on information. Among the components described above, the configuration including the drive information detection unit 236, the current detection unit 234, and the motor driver 235, the disturbance estimation unit 238, and the drive control unit 213 drives the mechanism unit including the motor 105. May be referred to as a drive control device.

  In addition, as a characteristic function, the drive control unit 213 here determines a value of the viscosity coefficient in advance when the disturbance estimation unit 238 estimates the load disturbance after the drive of the mechanism unit by the drive unit 231 of the drive / detection unit 230 starts. It has a function of setting asymptotically to a given value and asymptotically approaching a different value according to a change in drive information. In addition, when estimating the load disturbance, the value of the viscosity coefficient may be corrected according to the stop time while the drive unit 231 stops the mechanism unit. For correction of the value of the viscosity coefficient, a characteristic parameter of function data determined in advance is used. In the case of having such a function, even if it is applied to a mechanism unit having a viscosity change as described in detail later, the load disturbance is taken into consideration regardless of the driving state of the driving / detecting unit 230 in consideration of the viscosity change in the load disturbance estimation. The accuracy of estimation can be improved as much as possible. Incidentally, the load disturbance includes the weight of the apparatus in addition to the load disturbance torque.

  By the way, the disturbance estimation unit 238 described above may be a disturbance torque estimation unit that estimates a load disturbance torque applied to the mechanism unit, for example. In such a case, the drive control unit 213 corrects the value of the viscosity coefficient during the estimation of the load disturbance torque by the disturbance torque estimation unit according to the stop time while the mechanism unit is stopped by the drive unit 231 of the drive / detection unit 230, and It has a function of setting asymptotically to a predetermined value after the driving of the mechanism unit by the driving unit 231 and gradually approaching a different value according to a change in driving information. Here, a case where a viscous friction coefficient is handled as the viscosity coefficient can be exemplified. If it has such a function, the accuracy of load disturbance torque estimation should be improved as much as possible in consideration of changes in the viscous friction coefficient with respect to time and speed, even when applied to a mechanism with a viscosity change as detailed later. Can do.

  Incidentally, the drive control device having the function of estimating the load disturbance torque and correcting the value of the viscous friction coefficient described above is called a torque control device because the actuator 105 of the drive unit 231 drives the motor 105 of the mechanism unit. Also good. Further, the torque control device from this point of view is called an assist control device because it assists the joint of the arm 101 of the object to be controlled by the output of the motor 105 with respect to the external force of the operation force command value from the input unit 239. May be. The drive information detection unit 236 may be a rotation angular velocity detection unit that detects rotation angular velocity by using the drive information as rotation information in the embodiment.

  In any case, the drive control unit 213 can set an upper limit to the value of the viscosity coefficient to be corrected or the value of the viscous friction coefficient as another function. Alternatively, the initial value of the viscosity coefficient value or the viscous friction coefficient value to be corrected can be the same value as the viscosity coefficient or the viscous friction coefficient at the moment of stopping. Further, the drive control unit 213 sets the value of the viscosity coefficient or the viscosity friction coefficient to be corrected to a value that changes with a time function, or the value of the viscosity coefficient or the value of the viscous friction coefficient to be corrected is proportional to time. A value can be used. Further, the drive control unit 213 can switch between a correction mode and a non-correction mode for the viscosity coefficient value and the viscous friction coefficient value to be corrected.

  In the drive control device provided in the manipulator main body 201 of the manipulator device 200 according to the embodiment, when estimating the load disturbance in the mechanism unit and the motor 105 included therein, a viscosity coefficient that changes with a time function can be used. When estimating the load disturbance, a method for changing the viscosity coefficient according to a constant value or rotation information has been established, and the viscosity of a lubricant such as grease contained in the mechanism section changes with time. It is also known to have characteristics. Therefore, if the viscosity coefficient used in the estimation of the load disturbance is changed as a function of time, the viscosity coefficient becomes close to an actual machine model, so that the accuracy of the estimation of the load disturbance is improved. Here, specifically, the case where the load disturbance estimation is the load disturbance torque estimation and the viscosity coefficient is the viscous friction coefficient can be exemplified as described above.

  FIG. 3 is a schematic diagram illustrating an external configuration of the input unit 239 provided in the manipulator body 201 of the manipulator device 200 described above.

  Referring to FIG. 3, the input unit 239 includes a touch panel a that is used for manipulator operation by the user or for creating an action profile, and a numeric keypad b for creating an action profile. In addition, an execution button c for starting the operation of the manipulator, a power button d for turning on the power, and an emergency stop button e for urgently stopping the operation of the manipulator are provided.

  When the user uses the input unit 239, when the power button d is turned on, the touch panel a is displayed, and the manipulator can be operated according to the display content. Therefore, the user creates an operation profile with the touch panel a or the numeric keypad b, and then starts the operation of the manipulator with the execution button c. At this time, it is possible to switch between a mode for correcting the viscosity coefficient and the viscous friction coefficient described above and a mode for not correcting.

  For example, when “select operation mode” is selected from a menu displayed on the touch panel a, an on / off switch for whether to correct the viscosity coefficient or the viscous friction coefficient is displayed on the touch panel a. Therefore, the user can switch the correction mode on / off using the numeric keypad b or the touch panel a. Further, when the correction mode is turned off, the default value of the viscosity coefficient or the viscous friction coefficient can be determined. Information regarding the on / off of the correction mode and the default value are input to the CPU 210 and used by the disturbance estimation unit 238 or the disturbance torque estimation unit.

  FIG. 4 illustrates a circuit configuration when the disturbance estimation unit 238 provided in the manipulator main body 201 described above is a disturbance torque estimation unit. FIG. 4A is a circuit configuration diagram without a low-pass filter. (B) It is a circuit block diagram with a low-pass filter.

  The disturbance torque estimation unit shown in FIG. 4A corresponds to the case where the torque estimation unit 403A for the actual machine unit 404 does not have a low-pass filter. On the other hand, the disturbance torque estimation unit shown in FIG. 4B corresponds to a case where the torque estimation unit 403B for the actual unit 404 has a low-pass filter 405 for pseudo differentiation. For any disturbance torque estimation unit, the actual unit 404 is usually a block diagram of a two-inertia system when the speed reducer 106 is included, but here, it is simplified and shown as a one-inertia system. Further, here, the output of the actual unit 404 is determined based on the detection result of the current input from the current detection unit 234 and the disturbance torque and Coulomb friction included in the drive information obtained from the drive information detection unit 236. Is a value obtained by integrating 1 / s to obtain an angle θ of the motor shaft. In addition, as the moment of inertia J, a value obtained by converting the moment of inertia related to the drive unit 231 and the speed reducer 106 into a motor shaft is used. Note that 1 / s indicates integration in terms of Laplace transform.

  4A and 4B, the actual machine unit 404 multiplies the difference between a value obtained by multiplying the current detection result by a torque constant Kt and a calculation parameter described later by the reciprocal 1 / J of the moment of inertia J. The rotational angular velocity ω of the motor 105 is calculated from a value obtained by integrating 1 / s of the obtained values. Further, the motor shaft angle θ is output by a value obtained by integrating 1 / s of the rotational angular velocity ω. Since the force of the gravity term adding unit 401 differs depending on the mechanism unit connected to the motor 105, the gravity term g (θ) is determined by a function with respect to the angle θ output from the mechanism unit, and the disturbance torque and the Coulomb friction are determined. Add to the added value as a parameter. The viscous friction coefficient adding unit 402 multiplies the value obtained by multiplying the rotational angular velocity ω by the viscous friction coefficient C related to the motor 105, the speed reducer 106, and the drive unit 231 between the disturbance torque and the coulomb friction and the gravity term g (θ). Add to the added value to make it a calculation parameter.

  In addition, in the torque estimation unit 403A in FIG. 4A, a disturbance torque estimated value is obtained by subtracting Coulomb friction and a calculation parameter described later from a value obtained by multiplying the current detection result by an estimated value Kt * of the torque constant Kt. . Note that * here substitutes a hat mark of an estimated value symbol in the same manner as described below. This calculation parameter uses a disturbance observer. Specifically, the value obtained by adding the gravity term g (θ) and the rotational angular velocity ω multiplied by the estimated value C * of the viscous friction coefficient C is multiplied by the reciprocal 1 / J of the inertia moment J described above. The value is obtained by adding a value obtained by multiplying the value by the estimated value J * of the moment of inertia J.

  Further, the torque estimation unit 403B in FIG. 4B takes into account the value obtained by multiplying the current detection result by the estimated value Kt * of the torque constant Kt and the time constant τ of the low-pass filter 405 to the rotational angular velocity ω and the moment of inertia J. An added value with a value obtained by multiplying the estimated value J * / τ of Further, a value obtained by subtracting the gravity term g (θ) and the Coulomb friction from the value obtained by subtracting the value obtained by multiplying the rotational angular velocity ω by the estimated value C * of the viscous friction coefficient C from this added value is obtained by pseudo-differentiation with the low-pass filter 405. 1 / (sτ + 1). Further, a disturbance torque estimated value is obtained by subtracting a value obtained by multiplying the rotational angular velocity ω by the estimated value J * / τ of the inertia moment J from the value of the pseudo differential 1 / (sτ + 1) in consideration of the time constant τ described above.

  In any case, the torque constant Kt, the moment of inertia J, the viscous friction coefficient C, or the estimated values thereof, which are various parameters used in the actual machine unit 404 and the torque estimation units 403A and 403B, include errors. It is necessary to identify the parameters and match the values. Practically, for example, multiple regression analysis on statistical processing is performed using experimental data, or parameters are identified from frequency response analysis.

  FIG. 5 is a block diagram illustrating a configuration example of a torque control circuit in the case where torque control is performed using the disturbance torque estimation value obtained by the disturbance torque estimation unit illustrated in FIG.

  Referring to FIG. 5, the torque control circuit feeds back the estimated disturbance torque value obtained by the disturbance torque estimation unit shown in FIG. 4B, and compares the estimated torque value with the torque command as the operation force target. The result obtained by subtracting from the torque command value is obtained. The PID calculation is performed by the PID controller 501 that performs PID calculation including proportionality, integration, and differentiation on the result. The current driver 502 that has received the result of the PID calculation supplies a current value to the motor 105. The current value at this time is input to the disturbance torque estimation unit. By performing such feedback control, torque control that follows the torque command value can be accurately performed. This torque control circuit uses the gravity term g (θ) as a calculation parameter, but does not perform dynamic compensation such as gravity compensation. Therefore, if further compensation such as friction compensation, gravity compensation, inertial force, and the like is performed, feedback control with better followability and feedforward control for canceling load disturbance can be performed with high accuracy.

  FIG. 6 shows a schematic diagram of an image for performing assist control using the torque control circuit shown in FIG. FIG. 4A is a characteristic diagram of the force required for the operation indicated by the relationship of the force change with respect to the position change compared with the operation state transition of the manipulator 503, and FIG. 4B is an operation force command for the operation force of the external force. It is the figure which showed the relationship of the value.

  Referring to FIG. 6A, when assist control is performed by the torque control circuit shown in FIG. 5, when the manipulator 503 is moved from one position P to another position P ′, it depends on the value of the torque command. Set the target value of operating force. As a result, a part of the force required for the operation is supplemented by the assist force of the motor output and becomes a resultant force to the operation force of the external force, so that the operation following the target value can be performed with the operation force of the constant external force. Referring to FIG. 6B, the target value F of the operating force command value is a dead zone with respect to the target value F of the operating force of the external force as in the section of the operating force change -F1 to F1 of the external force. A profile that has As a result, sudden operation and oscillation can be suppressed, and stable operation is possible.

  FIG. 7 is a flowchart showing an operation process related to the drive control unit 213 in the CPU 210 provided in the manipulator body 201 of the manipulator device 200C when assist control is performed using the torque control circuit shown in FIG.

  Referring to FIG. 7, in the operation process related to the assist control of the drive control unit 213, first, an operation force target value setting as a torque command is set (step S1), and then the position of the manipulator 503 is detected by the joint angle (step S2). ) Thereafter, the drive control unit 213 detects the operating force of the external force of the manipulator 503 (step S3). Next, it is determined whether or not there is an operation based on the detection result (step S4). As a result of this determination, if there is no operation, the process returns to before the process of detecting the position of the manipulator 503 based on the joint angle (step S2) and the subsequent processes are repeated. On the other hand, if there is an operation, the assist control is started. The processing flow so far shows that the drive control unit 213 can start assist control by determining the presence or absence of an operation by the input unit 239 from the change in the position of the manipulator 503, the rotation angular velocity ω, and the change in the external force operation force. Yes.

  When the assist control is started, the drive control unit 213 performs the operation target value error detection (step S5) based on the detection result of the initially set operation force target value of the manipulator 503, and then outputs the torque output of the motor 105. A value is calculated (step S6). This torque output value is obtained by multiplying the inertia indicating the rotational system moment of inertia of the motor and the angular acceleration obtained by differentiating the rotational angular velocity ω. Accordingly, the drive control unit 213 drives the motor with the calculated torque output value (step S7), and again detects the position of the manipulator 503 based on the joint angle (step S8), and then detects the operating force of the external force of the manipulator 503 ( Step S9).

  Further, it is determined whether or not there is an operation based on the detection result (step S10). As a result of the determination, if there is an operation, the process returns to the process before the operation target value error detection (step S5) and the subsequent processes are repeated. On the other hand, if there is no operation, the assist control is terminated. In the processing flow so far, the motor 105 is driven and controlled based on the operation target value error detected by the drive control unit 213, and compared with the operation force of the external force, the operation force of the external force becomes the operation target value. It shows that the motor 105 is feedback-controlled so that As a result, the assist control operation can be performed with high accuracy.

  FIG. 8 is a diagram illustrating a circuit configuration when the disturbance torque estimation unit shown in FIG. 4B is used for correcting the viscous friction coefficient using the temperature detected by the temperature sensor 240.

  Referring to FIG. 8, the disturbance torque estimation unit includes a drive unit 231 in which the viscous friction coefficient adding unit 601 in the actual machine unit 404 has a viscosity change caused by a lubricant such as grease, as compared with the circuit configuration of FIG. Considering that the viscous friction coefficient C varies depending on the driving time t, the rotational angular velocity ω, and the temperature T when the target is used. Therefore, the viscous friction coefficient C (ω, T, t) is used as a parameter. Incidentally, when the temperature T is not used, the viscous friction coefficient C (ω, t) is used as a parameter. In addition, the torque estimation unit 403B uses the value obtained by multiplying the current detection result by the estimated value Kt * of the torque constant Kt, and the rotational angular velocity ω and the time constant τ of the low-pass filter 405 to estimate the inertia moment J, J * / τ. The subtraction parameter for the added value with the value multiplied by is different. Specifically, the difference is that an estimated value C * (ω, T, t) of the viscous friction coefficient C multiplied by the rotational angular velocity ω is used as a parameter. Again, if the temperature T is not included, the estimated value C * (ω, t) of the viscous friction coefficient C is used as a parameter.

  By the way, it is preferable to use data values corresponding to the driving time t, the rotational angular velocity ω, and the temperature T acquired in advance as parameters used in the torque estimation unit 403B. The data includes changes in the driving time t of the value of the viscous friction coefficient Cx when driving at a constant rotational angular velocity ω and when the rotational angular velocity ω is changed in the middle by a combination of a plurality of rotational angular velocities ω and temperatures T. Get it. Based on these data, a function of the value of the viscous friction coefficient Cx with respect to the driving time t, the rotational angular velocity ω, and the temperature T is used. Incidentally, the case where x of the viscous friction coefficient Cx is 0 to ∞ can be exemplified. If these data are stored in the storage unit 214 as a plurality of table formats, highly accurate torque estimation can be performed.

  In addition, since the above-mentioned data is often different for each individual, it is desirable to acquire for each individual. As a method for correcting the viscous friction coefficient Cx, the circuit configuration shown in FIG. 8 has been described as an example. However, in this embodiment, the technique for correcting the viscous friction coefficient Cx with respect to the drive time t, the rotational angular velocity ω, and the temperature T is used. A summary. For this reason, in addition to the circuit configuration shown in FIG. 8, for example, a method of estimating from a current value polynomial, a method of estimating from a current, voltage, and magnetic flux can be applied. Even when the friction compensation is performed without estimating the torque, the viscous friction coefficient Cx can be corrected.

  FIG. 9 is a characteristic showing the relationship between the viscous friction coefficient C and the frictional force f with respect to the rotational angular velocity ω at different first temperature Ta and second temperature Tb when the disturbance torque estimation unit shown in FIG. 8 is applied. FIG. FIG. 4A is a characteristic diagram of the viscous friction coefficient C with respect to the rotational angular velocity ω, and FIG. 4B is a characteristic diagram of the frictional force f with respect to the rotational angular velocity ω. However, the relationship of the temperature T here assumes that the first temperature Ta <the second temperature Tb. In addition, as will be described below, since these characteristics and functions can be determined by various methods such as experimental measurement, simulation, and theoretical calculation, the nonvolatile memory of the storage unit 214 is obtained in advance. It is assumed that it is stored in

  Referring to FIG. 9 (a), in the characteristic of the viscous friction coefficient C with respect to the rotational angular velocity ω at the first temperature Ta, the viscous friction coefficient C is determined by the drive unit 231 from the initial value C0 of the rotational angular velocity ω = 0. When the rotational angular velocity ω is increased by starting driving, the characteristics change so as to attenuate and fall in different curves according to the driving time t.

  More specifically, in the characteristic diagram of FIG. 9A, the constant value is maintained at the initial value t0 of the driving time t, but the rotational angular velocity ω after a predetermined time t1 or after a long time t∞ has elapsed. It shows that the faster the is, the lower the viscous friction coefficient C becomes. The viscous friction coefficient C after the elapse of a long time t∞ is the second viscous friction at the second rotational angular velocity ω2 that is higher than the value of the first viscous friction coefficient C1 at the first rotational angular velocity ω1. The value of the coefficient C2 is smaller. Incidentally, even when the temperature T is not used, the configuration is almost the same as the characteristic shown in FIG.

  Further, a similar tendency is shown in the characteristic of the viscous friction coefficient C with respect to the rotational angular velocity ω at the second temperature Tb, and the mechanism portion is moved by the drive unit 231 from the initial value C0 ′ where the viscous friction coefficient C is the rotational angular velocity ω = 0. It is shown that when the driving is started and the rotational angular velocity ω is increased, the characteristics change so as to be attenuated and lowered according to the driving time t. Here again, the viscous friction coefficient C after the elapse of a long time t∞ is the second rotational angular velocity ω2 that is faster than the value of the other first viscous friction coefficient C1 ′ at the first rotational angular velocity ω1. The value of another second viscous friction coefficient C2 'is smaller.

  In short, it can be seen from FIG. 9A that the characteristic of the viscous friction coefficient C tends to decrease with the driving time t in comparison with both the first temperature Ta and the second temperature Tb. It can also be seen that the higher the rotational angular velocity ω, the lower the value and characteristics of the viscous friction coefficient C, and the lower the temperature T, the higher the value and characteristics of the viscous friction coefficient C.

  On the other hand, referring to FIG. 9B, in the characteristic of the frictional force f with respect to the rotational angular velocity ω at the first temperature Ta, the frictional force f is determined by the drive unit 231 from the initial value F0 of the rotational angular velocity ω = 0. It is shown that when the mechanism portion is driven and the rotational angular velocity ω is increased, the characteristics change so as to increase and rise in different curves according to the driving time t.

Specifically, in the characteristic diagram of FIG. 9B, the initial value t0 of the driving time t, the elapse of the predetermined time t1, and the long time t1 as the viscous friction coefficient C decreases as the rotational angular velocity ω increases. It shows that the characteristic of the frictional force f gradually decreases after elapse of ∞. However, the decrease in the characteristic of the frictional force f here is not proportional to the increase in the rotational angular velocity ω, and the first rotational angular velocity ω1 on the characteristic indicating the magnitude of the viscous friction coefficient C according to the driving time t, It shows that the characteristic is such that the slope at the second rotational angular velocity ω2 gradually decreases. That is, after the elapse of the predetermined time t1, the slope of the characteristic at the first rotational angular velocity ω1 and the second rotational angular velocity ω2 at the initial value t0 of the driving time t is
The characteristic gradient at the time of the first rotation angular velocity ω1 and the second rotation angular velocity ω2 after the elapse of a long time t∞ gradually decreases. Incidentally, even when the temperature T is not used, the configuration is almost the same as the characteristic shown in FIG.

  Further, the characteristics of the frictional force f with respect to the rotational angular velocity ω at the second temperature Tb also show the same tendency, and the frictional force f starts to drive the mechanism unit by the drive unit 231 from the initial value F0 ′ of the rotational angular velocity ω = 0. It is shown that when the rotational angular velocity ω is increased, the characteristics change so as to increase and rise in different curves according to the driving time t. Here again, the first rotational angular velocity ω1 and the first rotational angular velocity ω1 after the elapse of a predetermined time t1 and the elapse of a long time t∞ are determined, rather than the characteristic gradient when the rotational angular velocity ω1 and the rotational angular velocity ω2 at the initial value t0 of the driving time t. The characteristic inclination at the rotational angular velocity ω2 of 2 gradually decreases.

  In short, it can be seen from FIG. 9B that the characteristic of the frictional force f tends to increase with the lapse of the driving time t in comparison with both the first temperature Ta and the second temperature Tb. It can also be seen that the faster the rotational angular velocity ω, the higher the frictional force f, and the lower the temperature T, the higher the value and characteristics of the frictional force f.

  10 corrects the viscous friction coefficient C by changing the rotational angular velocity ω and the temperature T in different patterns corresponding to the drive time t for the mechanism by the drive unit 231 when the disturbance torque estimation unit shown in FIG. 8 is applied. It is the figure which showed the characteristic parameter in the case of doing in contrast with the movement rotation distance. 4A is a diagram related to the characteristic parameter pattern 1, FIG. 4B is a diagram related to the characteristic parameter pattern 2, and FIG. 4C is a diagram related to the characteristic parameter pattern 3. FIG.

  Referring to FIG. 10A, in the characteristic parameter pattern 1, the first rotation angular velocity ω1, the second rotation angular velocity ω2, and the first temperature Ta, which are different in a state in which the drive to the mechanism unit is kept on, In combination with the second temperature Tb, the viscous friction coefficient C shows a characteristic that becomes constant after being attenuated and lowered from the initial value C0 when not operating to a different curve. That is, in FIG. 10A, as the characteristic parameter, the correction characteristic of the viscous friction coefficient C is set so that the characteristic is attenuated exponentially after the start of the operation of the mechanism by the drive unit 231 and asymptotically approaches a predetermined value. This is applicable when using patterns.

  More specifically, in the characteristic diagram of FIG. 10 (a), at the first rotational angular velocity ω1 and at the first temperature Ta, the lower limit of attenuation of the first viscous friction coefficient C1, and the second rotational angular velocity ω2. The lower limit of attenuation of the second viscous friction coefficient C2 smaller than that at the first temperature Ta, and the third viscous friction coefficient C3 smaller than that at the second temperature Tb at the second rotational angular velocity ω2. It indicates that the lower limit of attenuation is reached. Incidentally, when the temperature T is not used, the characteristics relating to the first viscous friction coefficient C1 in the case of the first temperature Ta and the first rotation angular velocity ω1 in FIG. 10A, and the second rotation angular velocity. The characteristic is almost the same as the characteristic relating to the second viscous friction coefficient C2 in the case of the first temperature Ta at ω2.

  Further, the moving rotational distance at that time shows a state obtained by integrating the absolute value of the rotational angular velocity ω indicating the first rotational angular velocity ω1 or the second rotational angular velocity ω2 by the on-time. That is, FIG. 10A shows the characteristic that the value of the viscous friction coefficient C rapidly decreases with respect to changes in the rotational angular velocity ω, the driving time t, and the temperature T, as in the case of FIG. 9A. Yes. The drive time t may be regarded as the same as the elapsed time, and has an initial value t0. However, since the characteristic of the viscous friction coefficient C varies depending on the type of grease and the like, the characteristic is not limited to the illustrated example, and the correction may be performed by determining the characteristic of the viscous friction coefficient C based on actually measured values. The method of changing the characteristic of the viscous friction coefficient C is expressed by an exponential function, a polynomial function, a proportionality, or the like with respect to changes in the rotational angular velocity ω and the driving time t and the temperature T. Further, the correction formula may be changed by dividing into sections according to the way of change. Incidentally, these points are the same when the temperature T is not included.

  On the other hand, referring to FIG. 10B, in the characteristic parameter pattern 2, the first rotation angular velocity ω1, the second rotation angular velocity ω2 and the first rotation angular velocity ω2 which are different in a state in which the driving to the mechanism unit is kept on. In combination with the temperature Ta and the second temperature Tb, the viscous friction coefficient C becomes a constant value after being attenuated by a linearly different slope from the initial value C0 when not operating. That is, in FIG. 10B, as an example of a case where a pattern that is set so as to gradually decrease to a predetermined value by attenuating and changing in a linear function after the start of operation of the mechanism unit by the drive unit 231 is used as the characteristic parameter. Applicable.

  More specifically, in the characteristic diagram of FIG. 10 (b), at the first rotational angular velocity ω1 and at the first temperature Ta, the lower limit of attenuation of the first viscous friction coefficient C1, and the second rotational angular velocity ω2. The lower limit of attenuation of the second viscous friction coefficient C2 smaller than that at the first temperature Ta, and the third viscous friction coefficient C3 smaller than that at the second temperature Tb at the second rotational angular velocity ω2. It indicates that the lower limit of attenuation is reached. Incidentally, when the temperature T is not used here, the characteristic relating to the first viscous friction coefficient C1 in the case of the first temperature Ta and the first rotational angular velocity ω1 in FIG. The characteristic is almost the same as the characteristic related to the second viscous friction coefficient C2 in the case of the rotational temperature ω2 and the first temperature Ta.

  Further, the moving rotational distance at that time shows a state obtained by integrating the absolute value of the rotational angular velocity ω indicating the first rotational angular velocity ω1 or the second rotational angular velocity ω2 by the on-time. FIG. 10B shows the entire correction characteristic of the viscous friction coefficient C that changes so as to rapidly attenuate with respect to changes in the rotational angular velocity ω, the drive time t, and the temperature T as shown in FIG. Corresponds to characteristics when correcting by approximation with a function.

  Further, referring to FIG. 10 (c), in the characteristic parameter pattern 3, the first rotational angular velocity ω1 and the second rotational angular velocity ω2 that are different in a state where the driving of the mechanism unit by the driving unit 231 is kept on. In combination with the first temperature Ta and the second temperature Tb, the viscous friction coefficient C has a characteristic that becomes a constant value after being attenuated step by step with a linearly different slope from the initial value C0 when not operating. . That is, in FIG. 10C, another example of using a pattern that is set so that the characteristic parameter attenuates linearly after the start of operation of the mechanism unit by the drive unit 231 and gradually approaches a predetermined value is used as the characteristic parameter. It corresponds to.

  More specifically, also in the characteristic diagram of FIG. 10C, the lower limit of attenuation of the first viscous friction coefficient C1 and the second rotational angular velocity ω2 when the first rotational angular velocity ω1 is the first temperature Ta. And a lower damping lower limit value of the second viscous friction coefficient C2 smaller than that at the first temperature Ta, and a third viscous friction coefficient C3 smaller than that at the second rotational angular velocity ω2 and the second temperature Tb. This indicates that the lower limit of attenuation is reached. Incidentally, when the temperature T is not used here, the characteristics relating to the first viscous friction coefficient C1 in the case of the first rotational angular velocity ω1 and the first temperature Ta in FIG. The characteristic is almost the same as the characteristic related to the second viscous friction coefficient C2 in the case of the rotational temperature ω2 and the first temperature Ta.

  Further, the moving rotational distance at that time shows a state obtained by integrating the absolute value of the rotational angular velocity ω indicating the first rotational angular velocity ω1 or the second rotational angular velocity ω2 by the on-time. FIG. 10C divides the correction characteristic of the viscous friction coefficient C, which changes so as to attenuate rapidly with respect to changes in the rotational angular velocity ω, the driving time, and the temperature T as shown in FIG. This corresponds to the characteristic when correction is performed by approximating each step with a linear function. As shown in FIG. 10 (c), when there is a lot of data such as a function approximated by a linear function, if the storage unit 214 has these data in a table format in advance, the arithmetic processing in the CPU 210 is reduced or used. The storage capacity in the storage unit 214 can be reduced.

  In the characteristic parameter patterns 2 and 3 described above, the drive control unit 213 in the CPU 210 performs the following correction on the value of the viscous friction coefficient C depending on whether or not the temperature T is used. First, when the temperature T is not used, the first viscous friction coefficient C1 and the second rotational angular velocity ω2 when the rotational angular velocity ω in the rotational angular velocity detector used as the drive information detector 236 is the first rotational angular velocity ω1. When the first rotational angular velocity ω1 <the second rotational angular velocity ω2, the second viscous friction coefficient C2 <the first viscous friction coefficient C1 is set. is there. With such a setting, although the viscous friction coefficient C decreases as the rotational angular velocity ω increases, the actual viscous friction coefficient C is not proportional to the rotational angular velocity ω, so that the torque is used rather than using a value proportional to the rotational angular velocity ω. The accuracy of estimation is improved.

  Next, when the temperature T is used, the drive control unit 213 determines the value of the viscous friction coefficient C when the disturbance torque is estimated by the disturbance torque estimation unit according to the stop time during the stop of the drive unit 231 by the drive / detection unit 230. It is assumed that it will be corrected. In addition, it gradually approaches a predetermined value from the start of the operation of the drive unit 231 by the drive / detection unit 230, and varies depending on the change in the rotation angular velocity ω in the rotation angular velocity detection unit and the temperature T in the temperature sensor 240. It is assumed that the value is set asymptotically.

  Under such a premise, the drive control unit 213 corrects the value of the viscous friction coefficient C as follows. Specifically, the first viscous friction coefficient C1 when the rotational angular velocity ω in the rotational angular velocity detector and the temperature T in the temperature sensor 240 are the first rotational angular velocity ω1 and the first temperature Ta, and the first In relation to the third viscous friction coefficient C3 when the rotational angular velocity ω1 is 1 and the second temperature Tb, the third viscous friction coefficient C3 <first when the first temperature Ta <the second temperature Tb. Is set as the viscous friction coefficient C1. With such a setting, although the viscous friction coefficient C decreases as the temperature T increases, the actual viscous friction coefficient C is not proportional to the temperature T, so that the accuracy of torque estimation is more accurate than using a value proportional to the temperature T. Will improve.

  Further, the drive control unit 213 uses the first viscous friction coefficient C1 when the rotation angular velocity ω in the rotation angular velocity detection unit and the temperature T in the temperature sensor 240 are the first rotation angular velocity ω1 and the first temperature Ta. In the relationship between the second rotational angular velocity ω2 and the second viscous friction coefficient C2 at the first temperature Ta, when the first rotational angular velocity ω1 <the second rotational angular velocity ω2, the second viscous friction coefficient. C2 <the first viscous friction coefficient C1 is set. With such a setting, although the viscous friction coefficient C decreases as the rotational angular velocity ω increases, the actual viscous friction coefficient C is not proportional to the rotational angular velocity ω, so that the torque is used rather than using a value proportional to the rotational angular velocity ω. The accuracy of estimation is improved.

  FIG. 11 shows characteristics when the viscous friction coefficient C is corrected by changing the rotational angular velocity ω in the middle corresponding to the drive time t for the mechanism by the drive unit 231 when the disturbance torque estimation unit shown in FIG. 8 is applied. It is the figure which contrasted and showed the parameter with the movement rotation distance. FIG. 4A is a diagram related to the characteristic parameter pattern 4, and FIG. 4B is a diagram related to the characteristic parameter pattern 5.

  Referring to FIG. 11A, in the characteristic parameter pattern 4, the viscous friction coefficient C is not operating in a state where the rotational angular velocity ω is delayed from the first rotational angular velocity ω1 to the third rotational angular velocity ω3. The initial value C0 of the first viscous friction coefficient C1 is the lower limit of attenuation, and the initial value is used as the initial value to increase the fourth viscous friction coefficient C4.

  In addition, the moving rotational distance at that time is a time period obtained by integrating the absolute value of the first rotational angular velocity ω1 by the time during driving at the first rotational angular velocity ω1, and driving at the third rotational angular velocity ω3. It shows a state of being divided into sections obtained by integrating the absolute value of the third rotational angular velocity ω3 by the time in the hour. That is, in FIG. 11A, as described above, the higher the rotational angular velocity ω, the smaller the viscous friction coefficient C. Therefore, the fourth viscous friction coefficient C4 is higher than the first viscous friction coefficient C1. . The asymptotic value of the fourth viscous friction coefficient C4 is the same as the asymptotic value when driving at the third rotational angular velocity ω3 from the beginning. When the drive time t is used as a reference, the time of the first rotation angular velocity ω1 and the third rotation angular velocity ω3, and when the drive rotation distance is used as a reference, the first rotation angular velocity ω1 and the third rotation angular velocity. The viscous friction coefficient C is changed with respect to the moving rotation distance at ω3.

  On the other hand, referring to FIG. 11B, in the characteristic parameter pattern 5, the viscous friction coefficient C is not obtained in the state where the rotational angular velocity ω is increased from the first rotational angular velocity ω1 to the fourth rotational angular velocity ω4. The characteristic shows the initial value C0 during operation to the lower limit of attenuation of the first viscous friction coefficient C1, and the lower limit of attenuation of the fifth viscous friction coefficient C5 with the initial value as the initial value.

  In addition, the moving rotational distance at that time is a section obtained by integrating the absolute value of the first rotational angular velocity ω1 by the time during driving at the first rotational angular velocity ω1, and driving at the fourth rotational angular velocity ω4. It shows a state in which it can be divided into sections obtained by integrating the absolute value of the fourth rotational angular velocity ω4 by the time in the hour. That is, in FIG. 11B, as described above, the higher the rotational angular velocity ω, the smaller the viscous friction coefficient C. Therefore, the fifth viscous friction coefficient C5 is smaller than the first viscous friction coefficient C1. . Here again, the value of the fifth viscous friction coefficient C5 that is asymptotic is the same as the value that is asymptotic when driven at the fourth rotational angular velocity ω4 from the beginning. Furthermore, when the drive time t is used as a reference, the time of the first rotation angular velocity ω1 and the fourth rotation angular velocity ω4, and when the movement rotation distance is used as a reference, the first rotation angular velocity ω1 and the fourth rotation angular velocity ω4 are used. The viscous friction coefficient C is changed with respect to the moving rotational distance of the rotational angular velocity ω4.

  In the characteristic parameter patterns 4 and 5 described above, the drive control unit 213 in the CPU 210 performs the following correction on the value of the viscous friction coefficient C. More specifically, the first viscous friction coefficient C1 when the rotation angular velocity ω in the rotation angular velocity detection unit used as the drive information detection unit 236 is the first rotation angular velocity ω1 and the first angular velocity ω3 when the rotation angular velocity ω3 is the third rotation angular velocity ω3. Attention is paid to the relationship with the viscous friction coefficient C4 of 4 or the fifth viscous friction coefficient C5 at the fourth rotational angular velocity ω4. Therefore, when switching from the first rotational angular velocity ω1 to the third rotational angular velocity ω3 or the fourth rotational angular velocity ω4, the first viscous friction coefficient C1 to the fourth viscous friction coefficient C4 or the fifth viscous friction coefficient C5. A value that changes continuously in time is set. With such a setting, although the viscous friction coefficient C differs depending on the rotational angular velocity ω, the viscous friction coefficient C does not change at the moment when the rotational angular velocity ω is changed, but at the rotational angular velocity ω with the driving time t. Since it approaches the viscous friction coefficient C, the accuracy of torque estimation can be improved in consideration of such points.

  FIG. 12 shows a characteristic parameter pattern 4 shown in FIG. 11A, in which the viscous friction coefficient C becomes the first viscous friction coefficient after a sufficient time has elapsed since the rotation angular speed ω starts to be driven at the first rotational angular speed ω1. It is the figure which contrasted and showed the characteristic of the viscous friction coefficient C with respect to time at the time of changing to 3rd rotational angular velocity (omega) 3 before approaching C1, and rotational angular velocity (omega).

  Referring to FIG. 12, when the rotational angular velocity pattern A is smaller than the fourth viscous friction coefficient C4, the rotational angular velocity pattern B is the fourth viscous friction coefficient C. The case where it is larger than C4 is shown. In addition, in any of the rotational angular velocity patterns A and B, it is shown that the viscous friction coefficient C changes so as to approach the fourth viscous friction coefficient C4.

  Such a correction characteristic of the viscous friction coefficient C can be applied to a change in the temperature T when the temperature T obtained by the temperature sensor 240 is used. In this case, for the value of the viscous friction coefficient C to be corrected, the drive control unit 213 has the first viscous friction coefficient C1 and the third temperature Tc when the temperature T at the temperature sensor 240 is the first temperature Ta. In the relationship with the sixth viscous friction coefficient C6, when the first temperature Ta changes to the third temperature Tc, the first viscous friction coefficient C1 continues to the sixth viscous friction coefficient C6 in time. Set a value that changes. With such setting, the accuracy of torque estimation can be improved as in the case of the characteristic parameter patterns 4 and 5.

  FIG. 13 is a flowchart relating to the operation process of the viscous friction coefficient correction control based on the drive time t after driving the mechanism unit via the drive / detection unit 230 and the drive unit 231 by the drive control unit 213 described above. However, here, a table having characteristic parameters of function data obtained by calculation in advance is prepared, and the viscous friction coefficient C is updated based on the driving time t and the rotational angular velocity ω that are being driven at regular intervals from the start of driving. And

  Referring to FIG. 13, the drive control unit 213 first performs viscous friction coefficient data acquisition (step S1) processing for reading and acquiring the viscous friction coefficient C data stored in the storage unit 214 in a table format. Next, it is determined whether or not driving is started by confirming whether the driving unit 231 is instructed to drive the mechanism unit by operating the input unit 239 or the like (step S2). If the result of this determination is that driving has not started, the process returns to before this determination (step S2) and waits so as to repeat the processing. On the other hand, if the driving has been started, a driving time measurement start (step S3) for starting the measurement of the driving time t of the mechanism unit by the driving unit 231 is performed. Furthermore, the drive control unit 213 performs drive time acquisition (step S4) processing for acquiring the drive time t.

  Thereafter, the drive control unit 213 determines whether or not a predetermined time has elapsed (step S5). As a result of this determination, if the predetermined time has not elapsed, the process returns to the process before the drive time acquisition (step S4) and the subsequent processes are repeated. On the other hand, if the fixed time has elapsed, the rotation angular velocity detection (step S6) for detecting the rotation angular velocity ω of the motor 105 detected by the drive information detection unit 236 from the encoder 233 of the drive unit 231 is performed. Further, the drive control unit 213 performs a process of updating the viscous friction coefficient C from the acquired drive time t, the detected rotational angular velocity ω, and the temperature T detected by the temperature sensor 240 (step S7). Finally, the drive control unit 213 confirms whether the drive unit 231 is instructed to finish driving the mechanism unit by operating the input unit 239 or the like, and determines whether or not the drive is finished (step S8). If the result of this determination is that driving has not ended, processing returns to before driving time acquisition (step S4) and the subsequent processing is repeated. On the other hand, if the driving is finished, the operation process is finished.

  FIG. 14 is a flowchart relating to the operation process of the viscous friction coefficient correction control based on the moving rotational distance after the drive to the mechanism unit via the drive / detection unit 230 and the drive unit 231 by the drive control unit 213 described above. is there. However, here, a table having characteristic parameters of function data obtained by calculation in advance is prepared, and the viscous friction coefficient C is updated based on the moving rotational distance and rotational angular velocity ω being driven at regular intervals from the start of driving. And

  Referring to FIG. 14, since the processes from the viscous friction coefficient data acquisition (step S1) to the rotational angular velocity detection (step S6) described in FIG. 13 are common, description of these processing processes is omitted. Here, after the rotation angular velocity detection (step S6), the drive control unit 213 performs a movement rotation distance calculation (step S7) that calculates a movement rotation distance. Further, the drive control unit 213 performs a process of updating the viscous friction coefficient C from the calculated moving rotational distance, the detected rotational angular velocity ω, and the temperature T detected by the temperature sensor 240 (step S8). Finally, the drive control unit 213 checks whether or not the drive unit 231 is instructed to finish driving by operating the input unit 239 or the like, and determines whether or not the drive is finished (step S9). If the result of this determination is that driving has not ended, processing returns to before driving time acquisition (step S4) and the subsequent processing is repeated. On the other hand, if the driving is finished, the operation process is finished.

  In any of the operation processes shown in FIGS. 13 and 14, the change in the viscous friction coefficient C is not a change in units of several milliseconds but is often a change in units of several seconds to several tens of seconds. For this reason, when considering the arithmetic processing, it is desirable to carry out a determination (step S5) as to whether or not a certain period of time has passed as if they were shared by both, but the values are updated sequentially. You may do it.

  FIG. 15 is a correction function characteristic diagram showing the relationship of the viscous friction coefficient C to the stop time toff of the drive unit 231 by the drive / detection unit 230 used for correcting the viscous friction coefficient C according to the embodiment. (A) is a figure regarding the non-linear correction function W1, (b) is a figure regarding the linear correction function W2.

  Referring to FIG. 15A, the stop time toff of the mechanism section by the drive section 231 here specifically corresponds to a section when the rotational angular velocity ω = 0 during the drive operation of the motor 105. Thus, on the correction function W1 used for correcting the viscous friction coefficient C, the initial value C0 of the viscous friction coefficient C indicates the viscous friction coefficient C immediately before the motor 105 is stopped. The correction function W1 can be obtained experimentally, for example, and an upper limit value Cmax of the viscous friction coefficient C is determined. This upper limit Cmax can be determined by the type of lubricant contained in the mechanism portion.

  When the correction function W1 is obtained, if the motor 105 is driven for a sufficient period of time and driven at every stop time so that the viscous friction coefficient C becomes the lower limit value, the maximum value of the viscous friction coefficient C at that time is plotted. It ’s good. Further, this method is effective even if sufficient time has not elapsed, and a correction function having a different initial value can be derived at that time. Usually, when the viscous friction coefficient C is obtained by such a method, a non-linear correction function W1 as shown in FIG. 15A is usually obtained. The linear correction function W2 as shown in FIG. 15B exemplifies a case where the linear form of the linear approximate expression can be used to reduce the amount of calculation.

  FIG. 16 shows a correction function of the viscous friction coefficient C according to the embodiment, a correction function indicated by the relationship of the viscous friction coefficient C with respect to time t, and an operation characteristic indicated by the relationship of the rotational angular velocity ω of the motor 105 with respect to time t It is the figure shown by contrasting.

  Referring to FIG. 16, the operation pattern 1 indicated by the solid line in the operation characteristics stops after the motor 105 rotates at the first rotation angular velocity ω <b> 1, and rotates again at the first rotation angular velocity ω <b> 1 after a toff1 time has elapsed. Applicable when starting to do. When the rotational angular velocity ω of the motor 105 in operation here is the first rotational angular velocity ω1, the viscous friction coefficient C when stopped is an initial value C01 related to the correction function W3. The viscous friction coefficient C at this time is the first viscous friction coefficient C1 which is a value after the lapse of toff1 hour.

  In addition, referring to FIG. 16, the operation pattern 2 indicated by the dotted line in the operation characteristic is stopped after the motor 105 rotates at the second rotation angular velocity ω2, and after the elapse of toff2 hours, the first rotation angular velocity ω1 is again generated. Applicable when starting to rotate at. When the rotational angular velocity ω of the motor 105 in operation here is the second rotational angular velocity ω2, the viscous friction coefficient C when stopped is an initial value C02 related to the correction function W4. The viscous friction coefficient C at this time is a second viscous friction coefficient C2 that is a value after elapse of toff2 hours. That is, the motion pattern 1 and the motion pattern 2 have different correction functions W3 and W4 because the rotational angular velocity ω before the motor 105 stops is different and the initial value of the viscous friction coefficient C is different. is there. These correction functions W3 and W4 need to be experimentally obtained in advance.

  FIG. 17 is a characteristic diagram showing the correction functions W5 and W6 that are switched and used when correcting the viscous friction coefficient C according to the embodiment in relation to the viscous friction coefficient C with respect to time t.

  Referring to FIG. 17, here, switching between the correction functions W5 and W6 for the viscous friction coefficient C is shown. During the operation of the motor 105, the correction function W5 having a characteristic of decreasing the viscous friction coefficient C is used. It shows that the correction function W6 having the characteristic that the viscous friction coefficient C increases during the stop after reaching the stop time toff is used. Here, correction functions W5 and W6 corresponding to each operation mode are prepared separately, and the switching timing is triggered by the rotational angular velocity ω of the motor 105. In other words, when the rotation angular velocity ω = 0 and the motor 105 is stopped, the correction function W6 for stopping is used, and when the rotation angular velocity ω = 0 is operating, The correction function W5 is used.

  FIG. 18 is a flowchart showing the viscous friction coefficient correction operation processing by the drive control unit 213 in the CPU 210 provided in the manipulator body 201 of the manipulator device 200 described above.

  Referring to FIG. 18, in the viscous friction coefficient correction operation processing by the drive control unit 213, first, upon receiving a setting of viscous friction coefficient correction start from the input unit 239 or the host controller 281, is the motor 105 stopped? Whether or not the rotational angular velocity ω = 0 is determined (step S1). As a result of this determination, if the rotational angular velocity ω is not 0, it is considered that the motor 105 has not stopped, and the determination is continued by returning to before determination. On the other hand, if the rotational angular velocity ω = 0, it is considered that the motor 105 is stopped and the current viscous friction coefficient C is acquired and set as an initial value (step S2).

  Next, the drive control unit 213 starts the count of the timer 212 (step S3) and counts up (step S4). Further, the drive control unit 213 performs a process of calculating and updating the viscous friction coefficient C using a correction function set from the count-up result and the initial value C0 of the viscous friction coefficient C (step S5). Finally, the drive control unit 213 determines whether or not the rotational angular velocity ω = 0 (step S6). As a result of this determination, if the rotational angular velocity ω = 0, the rotational angular velocity ω is not generated and the motor 105 is regarded as being stopped, and the processing returns to before the count-up (step S4) processing and the subsequent processing is repeated. On the other hand, if the rotational angular velocity ω is not 0, it is considered that the rotational angular velocity ω is generated and the motor 105 is operating, and the operation process is terminated. Here, although the viscous friction coefficient C is updated one by one, it may be updated at the timing when the rotational angular velocity ω is generated without being updated one by one.

  By the way, in the manipulator device 200 to which the drive control device according to the embodiment is applied, the viscous friction coefficient correction can be performed even when the power is not supplied from the power supply unit 291 to the manipulator body 201. The configuration having such a function is premised on the provision of a power-off time measuring unit that measures a time when a power supply not supplied with power from the power supply unit 291 is turned off to determine a power-off time. Then, the CPU 210 corrects the viscosity coefficient and the viscous friction coefficient used by the disturbance estimation unit 238 and the disturbance torque estimation unit according to the power-off time measured by the power-off time measurement unit.

  FIG. 19 is a schematic diagram showing a drive control system having a configuration in which the above-described manipulator device 200 is used for factory equipment and is connected to a host system 701 and other devices 702 via a network NW.

  Referring to FIG. 19, this drive control system measures the time when the power is turned off by using a host system 701 such as a programmable logic controller PLC or a personal computer PC having a function of measuring the current time, and turns off the power. Is to determine. In this drive control system, the manipulator device 200 is connected to the other device 702 through a network NW. Therefore, when a power supply stop command is input to the manipulator device 200 from the input unit 239 or the like, for example, the communication control unit 211 of the CPU 210 makes a request for acquiring the current time from the host system 701 to the host controller 281 via the network NW. Upon receiving the current time acquisition request, the host system 701 transmits the current time to the communication control unit 211 of the CPU 210 via the host controller 281 via the network NW. When the communication control unit 211 receives the current time, it passes it to the drive control unit 213 through the timer 212. The drive control unit 213 stores the acquired current time in the nonvolatile memory of the storage unit 214. The nonvolatile memory of the storage unit 214 stores the current time acquired from the host system 701, the current viscosity coefficient, and the viscous friction coefficient C.

  When the current time acquired from the host system 701 and the current viscosity coefficient and viscous friction coefficient C are stored in the nonvolatile memory of the storage unit 214, the power of the manipulator device 200 is turned off and the power to the manipulator body 201 is supplied. No power is supplied from the unit 291. When power is again supplied to the manipulator body 201 from the power supply unit 291, the drive control unit 213 acquires the current time from the host system 701 through the timer 212 and the communication control unit 211 and the host controller 281. Therefore, the acquired current time is determined as the power-off time in comparison with the current time acquired last time which can be regarded as the stop time toff stored in the nonvolatile memory of the storage unit 214. Further, the drive control unit 213 corrects the viscosity coefficient and the viscous friction coefficient C used in the disturbance estimation unit 238 and the disturbance torque estimation unit stored in the nonvolatile memory of the storage unit 214 according to the power-off time. That is, the drive control unit 213 in the CPU 210 here functions as a power-off time measuring unit. Incidentally, a timer 212 built in the CPU 210 can also be used as a timekeeping device built in the manipulator device 200 to measure the time when the power is turned off. In this case, the count value of the timer 212 built in the CPU 210 immediately before power is not supplied from the power supply unit 291 is set to the current time of the previous acquisition that can be regarded as the stop time toff, and the timer 212 cooperates with the drive control unit 213. What is necessary is just to make it function as a power-off time measurement part.

  FIG. 20 is a flowchart showing a correction process of the viscous friction coefficient C when the current time is input by the input unit 239 provided in the manipulator device 200 described above.

  Referring to FIG. 20, for example, when the current time is input by the input unit 239, the drive control unit 213 of the CPU 210 first determines whether or not the current time has been input (step S1). If the current time is not input as a result of this determination (if the input is canceled), the initial value C0 is adopted as the viscous friction coefficient C (step S2), and the correction process is terminated. On the other hand, if the current time is input, the current time is compared with the time when the power is turned off, which can be regarded as the stop time toff corresponding to the current time of the previous acquisition (step S3), and the time when the power is turned off It is determined whether or not it is before the input current time (step S4). As a result of this determination, if the time when the power is turned off is later than the input current time, the process returns to the determination before whether or not the current time has been input (step S1) and the subsequent processing is repeated. On the other hand, if the time when the power was turned off is earlier than the current input time, the difference between the input current time and the time when the power was turned off is determined as the power off time. After correcting the viscous friction coefficient (step S5), the correction process is terminated.

  FIG. 21 is a flowchart showing a viscous friction coefficient correction process when a time during which the power is off is input by the input unit 239 provided in the manipulator device 200 described above.

  Referring to FIG. 21, since it is assumed here that the user has previously input the power-off time with the input unit 239, the drive control unit 213 of the CPU 210 first has the power-off time. Is determined (step S1). As a result of this determination, if the time during which the power is off is not input (if the input is canceled), the correction process is terminated as it is. On the other hand, if the time during which the power is turned off is input, the correction time is ended after the input power-off time is stored in the nonvolatile memory of the storage unit 214 (step S2). . Thereafter, the power of the manipulator device 200 is turned off, and power is not supplied from the power supply unit 291 to the manipulator body 201. When power is again supplied to the manipulator body 201 from the power supply unit 291, the drive control unit 213 reads the power-off time and the viscous friction coefficient C from the nonvolatile memory of the storage unit 214 and compares them with the time when the power is supplied. Estimate the time when the power was turned off. Therefore, the drive control unit 213 determines a difference between the time when the power is turned off and the time when the power input by the user is input through the input unit 239 as the power-off time, and sets the viscous friction coefficient C with respect to the power-off time. to correct. Here, since the power-off time is determined depending on the power-off time input by the user, it can be said that the user can determine the power-off time in advance by the input of the input unit 239.

  In addition, the function of the drive control unit 213 as a power off time measuring unit can estimate and measure the time when the power is turned off based on the temperature detected by the temperature sensor 240 provided in the driving / detecting unit 230. it can.

  FIG. 22 shows the estimated correction functions W7 and W8 used when estimating and measuring the time during which the power is off based on the temperature detected by the temperature sensor 240 provided in the manipulator device 200, the temperature with respect to the stop time toff. FIG. FIG. 6A is a diagram relating to the characteristics of the nonlinear estimation correction function W7, and FIG. 5B is a diagram relating to the characteristics of the linear estimation correction function W8.

  Referring to FIG. 22A, the non-linear estimation correction function W7 is a function in which an estimation function obtained experimentally in advance is stored in the nonvolatile memory of the storage unit 214, and the temperature detected by the temperature sensor 240 is stored. Accordingly, the function is referred to by the function of the drive control unit 213 as the power-off time measuring unit. For example, if the temperature when the power is turned off is Ta, the operation is stopped after the motor temperature is increased to Ta, and the transition of temperature is graphed to be an estimation function. The estimation function obtained experimentally in advance is usually nonlinear. The temperature T in the estimated correction function W7 is related to the stop time toff. The temperature T2 when the power is turned on, the temperature T1 when the power is turned off, and the initial temperature T0 that is the lower limit value of the temperature (the power is turned off) Temperature immediately before stoppage). The initial temperature T0 can be determined by the type of lubricating oil contained in the mechanism unit. The estimated correction function W7 can be set so as not to be lower than the initial temperature T0. For example, in this case, the initial temperature T0 can be set to the environmental temperature. If the temperature detected by the temperature sensor 240 is T2, for example, the drive control unit 213 obtains the stop time toff on the corresponding estimated correction function W7 and estimates the time when the power is turned on. If the temperature detected by the temperature sensor 240 is T1, similarly, the corresponding stop time toff is acquired and the time when the power is turned off is estimated.

  Referring to FIG. 22B, the linear estimated correction function W8 is a linear approximate expression for reducing the calculation amount of the nonlinear estimated correction function W7 shown in FIG. The above is the same as the non-linear estimation correction function W7 and may be stored in the nonvolatile memory of the storage unit 214. The estimated correction function W8 can also be set so as not to be lower than the initial temperature T0. If the temperature detected by the temperature sensor 240 by the drive control unit 213 is T2 or T1, the stop time toff is acquired on the estimated correction function W7 and the time when the power is turned on and the time when the power is turned off are estimated. The same.

  FIG. 23 is a flowchart showing the operation process of the operation mode switching by the drive control unit 213 in the CPU 210 provided in the manipulator body 201 of the manipulator device 200 described above.

  Referring to FIG. 23, in the operation mode switching operation process by the drive control unit 213, first, upon receiving the setting of the operation mode switching start from the input unit 239 or the host controller 281, the input correction mode is read and the correction mode is read. It is determined whether or not it is on (step S1). As a result of this determination, if the correction mode is on, the viscous friction coefficient C is corrected (step S2) by the procedure described with reference to FIG. On the other hand, if the correction mode is not on but the correction mode is off, the input default value is set as the viscous friction coefficient C (step S3), and the operation process is terminated. Incidentally, the operation process of the operation mode switching shown in FIG. 23 is also applied to the function of the power-off time measuring unit of the drive control unit 213. That is, it is possible to switch between a mode in which the viscosity coefficient and the viscous friction coefficient C are corrected and a mode in which it is not corrected according to the power-off time determined by the function of the power-off time measuring unit.

DESCRIPTION OF SYMBOLS 101 Arm 102 Base 103 Driving center 104 Motor encoder 105 Motor 106 Reducer 107 External connection device 108 Base plate 200 Manipulator device 201 Manipulator body 210 CPU
211 communication control unit 212 timer 213 drive control unit 214 storage unit 220 various sensors 221 various switches 223 clock 230 drive / detection unit 231 drive unit 232 actuator 233 encoder 234 current detection unit 235 motor driver 236 drive information detection unit 238 disturbance estimation unit 239 Input unit 240 Temperature sensor 401 Gravity term addition unit 402, 601 Viscous friction coefficient addition unit 403A, 403B Torque estimation unit 404 Actual unit 501 PID controller 502 Current driver 503 Manipulator 701 Host system 702 Other devices

Japanese Patent No. 445326

Claims (26)

A drive unit that drives a control object, a mechanism unit that is connected to the control object and the drive unit and has a viscosity change including a lubricant, and drive information that detects drive information of the mechanism unit by the drive unit A detection unit; a current detection unit that detects a current flowing through the drive unit; a load disturbance applied to the mechanism unit; the current detected by the current detection unit; and the drive information detected by the drive information detection unit; A disturbance estimation unit that estimates based on the viscosity, a viscosity coefficient related to the drive unit and the mechanism unit included in the load disturbance estimated by the disturbance estimation unit, and the drive information detection unit A control unit that performs control based on the drive information detected by:
The control unit gradually approaches the value of the viscosity coefficient to a predetermined value after the driving unit starts driving the mechanism unit when the disturbance estimating unit estimates the load disturbance, and changes the driving information. A drive control device, wherein the drive control device is set so as to gradually approach a different value. A drive unit that drives a control object, a mechanism unit that is connected to the control object and the drive unit and has a viscosity change including a lubricant, and drive information that detects drive information of the mechanism unit by the drive unit A detection unit; a current detection unit that detects a current flowing through the drive unit; and a load disturbance torque applied to the mechanism unit, the current detected by the current detection unit, and the drive information detected by the drive information detection unit. A disturbance torque estimating unit that estimates based on the above, a viscosity coefficient relating to the drive unit and the mechanism unit included in the load disturbance torque estimated by the disturbance torque estimating unit, a drive command to the drive unit, and A drive control device comprising: a control unit that performs control based on the drive information detected by the drive information detection unit;
The control unit corrects the value of the viscosity coefficient according to a stop time while the mechanism unit is stopped by the drive unit when the load disturbance torque is estimated by the disturbance torque estimation unit, and the mechanism by the drive unit A drive control apparatus, characterized in that it is set so as to gradually approach a predetermined value from the start of driving of the unit and to approach a different value in accordance with a change in the drive information. The drive control apparatus according to claim 1 or 2,
The drive control device, wherein the control unit sets an upper limit to the value of the viscosity coefficient to be corrected. The drive control apparatus according to any one of claims 1 to 3,
The control unit uses the same value as the viscosity coefficient at the moment of stop as the initial value of the viscosity coefficient value to be corrected. In the drive control device according to any one of claims 1 to 4,
The said control part makes the value of the said viscosity coefficient to correct | amend as the value which changes with a time function, The drive control apparatus characterized by the above-mentioned. The drive control apparatus according to claim 5, wherein
The said control part uses the value proportional to time about the value of the said viscosity coefficient to correct | amend, The drive control apparatus characterized by the above-mentioned. The drive control apparatus according to any one of claims 1 to 6,
The control unit is capable of switching between a correction mode and a non-correction mode for the viscosity coefficient value to be corrected. The drive control apparatus according to claim 1 or 2,
The viscosity coefficient is a viscous friction coefficient,
The drive information detection unit is a rotation angular velocity detection unit that detects a rotation angular velocity of the mechanism unit by the drive unit as the drive information,
The control unit corrects the value of the viscous friction coefficient to be corrected when the rotation angular velocity at the rotation angular velocity detection unit is a first rotation frictional velocity when the rotation angular velocity is a first rotation angular velocity and a second rotation angular velocity. When the first rotational angular velocity is less than the second rotational angular velocity, the value of the first viscous friction coefficient is set larger than the second viscous friction coefficient in relation to the viscous friction coefficient of 2. A drive control device characterized by the above. The drive control apparatus according to claim 2, wherein
The viscosity coefficient is a viscous friction coefficient,
The drive information detection unit is a rotation angular velocity detection unit that detects a rotation angular velocity of the mechanism unit by the drive unit as the drive information,
The controller is configured to correct the value of the viscous friction coefficient to be corrected when the rotational angular velocity at the rotational angular velocity detection unit is the first rotational angular velocity and the first rotational frictional velocity when the rotational angular velocity is the third rotational angular velocity. In the relationship with the viscous friction coefficient of 4 or the fifth viscous friction coefficient at the time of the fourth rotational angular velocity, when the first rotational angular velocity is switched to the third rotational angular velocity or the fourth rotational angular velocity. A drive control device that sets a value that continuously changes in time from the first viscous friction coefficient to the fourth viscous friction coefficient or the fifth viscous friction coefficient. The drive control apparatus according to claim 2, wherein
The viscosity coefficient is a viscous friction coefficient,
A temperature detection unit for detecting the temperature of the mechanism unit;
The disturbance torque estimation unit is configured to detect a load disturbance torque applied to the mechanism unit, the current detected by the current detection unit, the drive information detected by the drive information detection unit, and the temperature detection unit detected by the temperature detection unit. Estimated based on temperature,
The drive information detection unit is a rotation angular velocity detection unit that detects a rotation angular velocity of the mechanism unit by the drive unit as the drive information,
The control unit corrects the value of the viscous friction coefficient during disturbance torque estimation by the disturbance torque estimation unit according to a stop time while the mechanism unit is stopped by the drive unit, and the mechanism unit by the drive unit The drive control device is set so as to gradually approach a predetermined value from the start of the operation and to approach a different value in accordance with changes in the rotational angular velocity and the temperature in the rotational angular velocity detection unit. . The drive control apparatus according to claim 10, wherein
The drive control device according to claim 1, wherein the temperature detection unit is directly installed in a case of the mechanism unit holding the lubricant. The drive control apparatus according to claim 10, wherein
The control unit performs first correction when the value of the viscous friction coefficient to be corrected is when the rotation angular velocity in the rotation angular velocity detection unit and the temperature in the temperature detection unit are the first rotation angular velocity and the first temperature. When the first temperature is less than the second temperature in the relationship between the viscous friction coefficient of the first rotational angular velocity and the third viscous friction coefficient at the second temperature, A drive control device characterized in that the first viscous friction coefficient is set to be larger than the viscous friction coefficient. The drive control apparatus according to claim 10, wherein
The control unit performs first correction when the value of the viscous friction coefficient to be corrected is when the rotation angular velocity in the rotation angular velocity detection unit and the temperature in the temperature detection unit are the first rotation angular velocity and the first temperature. When the first rotational angular velocity is less than the second rotational angular velocity in the relationship between the viscous friction coefficient of the second rotational angular velocity and the second rotational frictional velocity at the first temperature, the first rotational angular velocity is less than the second rotational angular velocity. A drive control device characterized in that the value of the first viscous friction coefficient is set to be larger than the viscous friction coefficient of 2. The drive control apparatus according to claim 10, wherein
The control unit, for the value of the viscous friction coefficient to be corrected, is a first viscous friction coefficient when the temperature at the temperature detection unit is the first temperature and a sixth viscous friction when the temperature is the third temperature. Setting a value that continuously changes in time from the first viscous friction coefficient to the sixth viscous friction coefficient when the first temperature changes to the third temperature in relation to the coefficient. A drive control device characterized by the above. The drive control apparatus according to any one of claims 8 to 14,
The control unit is configured to set the value of the viscous friction coefficient to be corrected so as to gradually approach a predetermined value by changing in a linear function after the drive unit starts operating the mechanism unit. Drive control device. The drive control apparatus according to any one of claims 8 to 14,
The control unit is configured to set the value of the viscous friction coefficient to be corrected so as to gradually approach a predetermined value by exponentially decaying after the drive unit starts operating the mechanism unit. Drive control device. The drive control apparatus according to claim 1 or 2,
A power supply unit that supplies power to the apparatus main body, and a power-off time measurement unit that determines a power-off time by measuring a time when the power that is not supplied with power is dropped from the power supply unit,
The said control part correct | amends the said viscosity coefficient used in the said disturbance estimation part or the said disturbance torque estimation part according to the said power-off time measured by the said power-off time measurement part, The drive control apparatus characterized by the above-mentioned. The drive control apparatus according to claim 17, wherein
Equipped with a host system that is connected to the device body and has the function of measuring the current time,
The drive control device, wherein the power-off time measuring unit sets a difference between a time when the power is turned off and a current time acquired from the host system as the power-off time. The drive control apparatus according to claim 17, wherein
The drive control device, wherein the power-off time measuring unit includes a time measuring device that is built in the device and measures the time when the power is turned off. The drive control apparatus according to claim 17, wherein
With an input unit that allows the user to input the time when the power is off from the outside of the device,
The drive control device, wherein the power-off time measuring unit sets a difference between a time when the power is turned off and a time when the power is turned off input by the user through the input unit as the power-off time. The drive control device according to claim 20, wherein
The drive control apparatus according to claim 1, wherein the power-off time determined by the power-off time measuring unit can be determined in advance by a user by an input of the input unit. The drive control apparatus according to claim 17, wherein
A temperature detection unit for detecting the temperature of the mechanism unit;
The power supply off time measuring unit estimates and measures the time when the power is turned off based on the temperature detected by the temperature detecting unit. The drive control apparatus according to any one of claims 17 to 22,
The control unit can switch between a mode for correcting the viscosity coefficient and a mode for not correcting the viscosity coefficient according to the power-off time determined by the power-off time measuring unit.   A drive control device according to any one of claims 17 to 23, a host system connected to the device main body and having a function of measuring time, and other devices are connected to a network and used for factory equipment. A drive control system.   A torque control device comprising the drive control device according to any one of claims 1 to 23, wherein an electric motor of the mechanism unit is driven by an actuator of the drive unit.   26. An assist control device comprising the torque control device according to claim 25, wherein assist control is performed on a joint of the control object by an output of the electric motor with respect to an external force of an operation force command value from an input unit.