JPH021945B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an improvement in a car speed control device in a mechanical multi-level parking system, particularly in a vertical circulation multi-level parking system.

[Conventional technology]

In conventional vertical circulation multilevel parking systems, brakes using electro-hydraulic push-up machines are used to control the speed of the cages that house cars, and the electro-hydraulic push-up brakes control the deceleration of each cage until it reaches the entrance/exit position of the car.

FIG. 1 shows a main circuit of an electric motor representing an example of conventional electro-hydraulic push-up brake control, and FIG. 2 shows a brake characteristic curve of the electro-hydraulic push-up machine. In the diagram
IM is a wound three-phase induction motor, TB is a well-known electro-hydraulic pusher, T is a transformer, 1 to 7 are normally open contacts of separate magnetic contactors, and contacts 1 and 2 operate in opposite directions. Both circuits are not closed at the same time, and one of them is always closed while the cage is running. Contact 6 closes when the cage is accelerating or running at a constant speed, applies power supply voltage to the electric oil pusher TB, and completely releases the electrohydraulic push-up brake. Contact 7 is closed when the landing cage reaches the deceleration point, and remains closed during deceleration. Contacts 3-5
sequentially short-circuits the secondary resistors R1 to R3 inserted in series with the secondary winding of the induction motor IM by a closed circuit,
The induction motor IM is accelerated by well-known secondary resistance control, but when the landing cage reaches the deceleration point, in order to minimize the driving torque of the induction motor IM,
Open circuit.

FIG. 3 shows a speed-time curve of the car under the electro-hydraulic push-up brake control shown in FIG. 1, and a conventional car speed control device will be described below with reference to FIGS. 1 to 3.

First, when starting up the cage, the secondary resistors R1 to R3 are inserted in advance into the secondary side of the induction motor IM by opening contacts 3 to 5 of the magnetic contactor. When the circuit is closed, power supply voltage is applied to the electric hydraulic pusher TB, and at the same time as the brake is released, power supply voltage is also applied to the induction motor IM, and the induction motor IM
starts. Next, the induction motor IM is controlled by well-known secondary resistance control by closing contacts 3 to 5 of the electromagnetic contactor.
is accelerated until the rotation speed reaches a point where the drive torque |Tm| of the induction motor IM and the load torque |T _L | of the multi-level parking system match, and after that, the cage is controlled to maintain that rotation speed, and the cage is rotated at a predetermined speed. Run at speed.

Next, when the landing cage reaches the deceleration point P detected by a position detection switch (not shown), the contact 6 of the magnetic contactor opens and at the same time the contact 7 of the magnetic contactor closes, so that the The secondary voltage of the secondary winding of the induction motor IM is supplied to the electro-hydraulic pusher TB. electric hydraulic lift machine
The push-up force Tt of TB is approximately proportional to the product of the secondary voltage and secondary frequency of the induction motor IM.
Since the secondary voltage and secondary frequency of IM are each inversely proportional to the rotational speed of the induction motor IM, they are approximately inversely proportional to the square of the rotational speed of the induction motor IM, and increase as the induction motor IM decelerates. Since the braking force Ts of the brake spring of the electrohydraulic pusher TB is constant regardless of the speed of the induction motor IM, the braking torque |Tn| that the electrohydraulic pusher TB exerts on the induction motor IM is the braking force of the brake spring |Ts| The value shown by the formula obtained by subtracting the push-up force |Tt| of the electric-hydraulic push-up machine TB from Tn≦0), and changes as shown in Fig. 2 as the induction motor IM decelerates.

|Tn|=|Ts|−|Tt|... On the other hand, the induction motor IM has secondary resistors R1 to R3
Since the driving torque Tm determined by is generated, the resultant torque during deceleration |Tw| is the driving torque |Tm|
The value obtained by subtracting the braking torque |Tn| of the electric-hydraulic pusher TB from the equation is obtained, and the characteristics are as shown in Fig. 2.

｜Tw｜=｜Tm｜−｜Tn｜... Therefore, the cage smoothly performs deceleration control as shown in Fig. 3 until the speed at which the resultant torque Tw of the induction motor IM and the load torque T _L of the multilevel parking system match. be done.

Next, when the landing cage reaches a stop point Q detected by a position detection switch (not shown), the voltage to the electric hydraulic pusher TB and the induction motor IM is increased by opening contacts 7 and 1 of the electromagnetic contactor. Completely cut off the supply and increase the lifting force Tt of the electric hydraulic lifter TB
and drive torque Tm of the induction motor IM to zero,
Induction motor IM with only braking force Ts of brake spring,
In other words, the cage is stopped.

[Problem to be solved by the invention]

In such a conventional speed control device, the deceleration point P and the stopping point Q detected by the position detection switch are
is always at a constant position regardless of the load on the cage, so depending on the load condition of the multi-level parking system, the deceleration characteristics will change significantly as shown in Figure 3 (X indicates light load and Y indicates heavy load). This results in extremely poor operating efficiency and stopping accuracy. Further, at the speed change point shown by the broken line in FIG. 3, the cage swings sideways to a large extent, which poses a safety problem, and the electrohydraulic push-up brake control itself has the drawback of wasting power.

The present invention has been made in view of the above points, and it is an object of the present invention to provide an energy-saving speed control device that can always perform accurate, quick, and smooth deceleration and stop regardless of the load condition of a multilevel parking device.

[Means to solve the problem]

The present invention provides an electric motor for driving a car of a mechanical multilevel parking system equipped with a plurality of cars, a speed pattern generator for generating an ideal pattern signal for the electric motor, and a speed proportional to the rotational speed of the electric motor. A tachometer generator that generates a signal, a load detection means that detects the load condition of the motor that changes from time to time, and a contact that controls the voltage applied to the motor according to a deviation signal between the speed pattern signal and the speed signal. If the load on the electric motor according to the load detection means is a balanced load or a light load when the landing cage passes the deceleration point, the circuit immediately closes with the contact, and the electric motor is controlled by the load detection means. When the load is heavy, the speed control device is provided with a control means that delays the closing of the contact for a predetermined period of time according to the load, and the speed pattern generator inputs the speed signal of the tachometer generator. The speed pattern signal is configured to follow the input signal as a signal, and when the control means closes the contact, the following configuration is cut off, and the subsequent speed pattern signal is configured to follow the speed signal just before the contact closes. This feature is characterized in that the circuit is configured so that the attenuation occurs at a predetermined slope depending on the current.

An embodiment of the present invention will be described below with reference to the drawings.

〔Example〕

FIG. 4 is an overall configuration diagram showing an embodiment of the speed control device according to the present invention. In the figure, the same reference numerals as in FIG. , a control device that controls the DC braking current I _DB of the induction motor IM, TG is the induction motor
A tachometer generator attached to the IM shaft outputs a speed signal V _TG proportional to the rotation speed of the induction motor IM. 10 is a speed pattern generator that generates an ideal speed pattern signal 10a such as will be described later for a cage of a multi-level parking system, and 20 is a speed pattern signal 10a of the speed pattern generator 10 and a tachometer generator.
The speed signal V _TG of the TG is proportionally amplified, and the speed signal V _TG becomes the speed pattern signal 1 based on this deviation signal.
a firing angle control amplifier device for controlling the firing angle of a control rectifying element, etc. of the control device TH so as to follow 0a;
0 is a normally open contact of an electromagnetic contactor that is closed at the same time as contact 1 or 2 opens at a timing described later when a deceleration command is issued.

Next, FIG. 5 is a diagram showing an embodiment of a device for detecting the load state of a multilevel parking system according to the present invention, in which 100 is a microcomputer arithmetic unit;
Reference numeral 200 denotes registers of the microcomputer, including a parking register 201, a landing cage register 202, and a load data register 203, which will be described later.
It is made up of. The parking register 201 has addresses AA(1) to AA(N) that correspond one-to-one to each cage C(1) to C(N) shown in FIG.
The number of bits is at least greater than the total number of cages N. Data A(1) to A(N) stored in addresses AA(1) to AA(N) are 0 if the cage is empty and 1 if the cage is in stock. The method of detecting the parking state of each cage is a well-known method using a phototube or the like, so the explanation thereof will be omitted. In the landing cage register 202, data D corresponding to the cage number of the cage that is always present near the entrance/exit position is written at the address AD, regardless of whether the parking device is in operation or stopped. The load data register 203 has addresses AL(1) to AL(N) that correspond one-to-one to each cage C(1) to C(N), and has a number of bytes at least equal to the total number of cages N. Data L(1) to L(N) stored in addresses AL(1) to AL(N) have the contents described below.

In Figure 6, which shows the state of each cage in the multi-story parking system, the load on the multi-story parking system when the multi-story parking system is driven clockwise with cage C (1) currently in the lowest position. is the load data L(1) of cage C(1), then the load data L(1)
For example, if the total number of cages N is even, the number of cars parked in the left cages, that is, cages (N/2+2) to C(N), is calculated from the number of cars parked in the right cages, that is, cages C(2) to C( The data A( Data A(2) to A( N/2) is the value obtained by subtracting the counted value G(1). This operation is performed by an arithmetic unit 100 connected to each register by a data bus 30 and an address 40. Load data L(1) corresponding to the difference between the number of parked cars on the left and right sides obtained by the calculation is stored as load data in address AL(1) of the load data register 203. Similarly, the load of the multi-story parking system when the car C (2) is in the lowest position is expressed as the load data L (2) of the car C (2), and is stored at the address AA in the parking register 201. (N/2 + 3) ~ AA (N), data stored in AA (1) A (N/2 + 3) ~ A (N), A (1) is counted from the value F (2) to the air parking register Address AA in 201 (3)
The difference between the number of parking devices obtained by subtracting the value G(2) obtained by counting data A(3) to A(N/2+1) stored in ~AA(N/2+1), that is, the load data. This load data L(2) is stored in address AL(2) of the load data register 203. Thereafter, the load data L(3) to L(N) of the multilevel parking apparatus at each time is similarly stored at addresses AL(3) to AL(N) of the load data register 203. The present invention utilizes the load data stored in the load data register 203, for example, to control the speed of the multi-level parking apparatus.
In other words, although the load on the multilevel parking system changes from time to time depending on the rotational state of the cage, the landing cage register 2 indicates that the landing cage has reached the vicinity of the entrance/exit position.
02, the load on the multi-level parking system can be detected from the load data of the lowest cage by knowing the lowest cage at that time.

In the above explanation, we have described how to calculate load data when the lowest floor is the reference and the multi-story parking system is assumed to rotate clockwise. However, the reference cage position may be anywhere, and When the device performs counterclockwise rotation, the load data for each cage has the opposite sign and the same absolute value as the load data obtained for clockwise rotation, so if you obtain unified load data for one direction rotation, it will be the same. It is enough.

FIG. 7 is a block diagram showing the configuration of a timing determining device that determines the timing at which the contacts 1 and 2 of the electromagnetic contactor are opened and the contact 30 is closed at the same time when a deceleration command is issued. In the figure, 41 is the constant timing. a pulse generator generating pulses, 42
When the deceleration command signal 43 is input, the pulse generator counts the pulses of the pulse generator and calculates the number of pulses corresponding to the number of counts.
A counter 44 that outputs an evolution code signal has a delay time according to the load data signal 45 of the landing cage described above (however, from a balanced load to a light load, the delay time is zero, and only when a heavy load is applied, the time is according to the load). A time setting device 46 outputs a corresponding binary code, and a time setting device 46 outputs an actual deceleration start command signal 4 when the output signal of the counter 42 matches the output signal of the time setting device 44.
This is a deceleration start command device that outputs 7.

FIG. 8 is an implementation circuit diagram of the speed pattern generator 10 in FIG. 4, in which OP1 to OP3 are operational amplifiers, R1 to R7 are resistors, C(1) and C2 are capacitors, D1 and D2 are diodes, 47a, 47
c is a deceleration start command signal 4 together with the aforementioned contact 30.
Normally open contact of the relay that closes when 7 is output, A
is an input terminal to which the speed signal V _TG is input, and B is an output terminal to which the speed pattern signal is output. In this circuit, when the contacts 47a and 47c are open, that is, until the deceleration start command device 46 outputs the deceleration start command signal 47, the speed pattern signal 10
a follows the speed signal V _TG , and when the deceleration start command signal 47 is output and the contacts 47a and 47c close, the speed signal V _TG immediately before closing, that is, the voltage charged in the capacitor C2, is calculated from the current value. A speed pattern signal 10a ₁ , 1 as shown in FIG. 9 has a predetermined slope depending on the load of the induction motor IM.
0a ₂ and 10a ₃ are created. . That is, the speed pattern signal 10a corresponding to the voltage charged to the capacitor C2 is created by an integrating circuit consisting of the capacitor C(1), the resistor R5, and the operational amplifier OP2. When the deceleration start command signal 47 is output, contact 1 or contact 2 opens and contact 3 opens.
0 is closed to form a DC braking circuit, and feedback control is performed by matching the speed pattern signal 10a and the deceleration signal _VTG . By the way, from a balanced load to a light load, speed feedback control that follows the speed pattern signal 10a is actually performed, but at heavy loads, the deceleration of natural deceleration is larger than the deceleration of the speed pattern signal _10a3 . The speed signal _VTG is always lower than the speed pattern signal _10a3 , and the control rectifier of the control device TH does not fire and no feedback control is performed, but the timing at which the deceleration start command signal 47 is output is set to Since the landing is delayed accordingly, energy-saving landing control that makes good use of natural deceleration becomes possible.

Assuming that the car exhibits the speed-time curve shown by the solid line in FIG. 10 in the case of a balanced load, according to the present invention, in the case of a heavy load, the car exhibits the speed-time curve shown by the broken line in FIG.
In the case of light load, the time curve changes to a speed-time curve shown by a dashed line.

That is, when the landing cage reaches a deceleration point P detected by a limit switch or the like, if the load at that time is, for example, a light load or a balanced load, the deceleration start command device 46 shown in FIG. Immediately in the figure, contacts 1 and 2 are opened and contact 30 is closed to flow DC braking current _IDB to the induction motor IM, and the induction motor IM is feedback-controlled so as to follow the speed pattern signal 10a. In addition, in the case of a heavy load, the deceleration start command device ₄₆ shown in FIG. In this case, the natural deceleration due to the load is larger than the deceleration due to the speed pattern signal (10a ₃ shown in Figure 10), so
The speed feedback control described above operates only while the speed pattern signal is greater than the speed signal, and the car is generally decelerated by the natural deceleration shown by the broken line in FIG. In this case, the stop position will not deviate as long as the delay time t ₁ is adjusted so that the area of the diagonal line S ₁ (a) + S ₁ '(a) and S ₁ (b) are the same, and in this case, Since no drive torque is generated during deceleration, energy-saving speed control that wastes almost no power is possible.

In the above explanation, an example was described in which the load state of the multi-level parking system is detected by calculating the load data of each cage, but this may also be a method of detecting the load state based on the speed of the cage while driving at a constant speed. do not have. Alternatively, a method may be used in which the unbalanced load amount calculated by load data is corrected using a speed deviation during constant speed driving.

〔Effect of the invention〕

As described above, according to the present invention, the load status of the multi-story parking system that changes moment by moment during operation is detected based on the inventory status of each cage or based on the constant speed. Depending on the magnitude of the load, if the natural speed of the cage during deceleration is smaller than the deceleration of the speed pattern signal, feedback control is performed using DC braking, and the natural deceleration of the cage is greater than the deceleration of the speed pattern signal. The timing of the deceleration command is changed according to the load so that the deceleration distance is equal as a result of using natural deceleration, so it is always possible to land quickly and accurately, and is an energy-saving type. A speed control device can be obtained. In a vertical circulation multi-level parking system, the load on the electric motor varies greatly depending on the parking status of the car, so when the maximum unbalanced load occurs, a very large braking torque (in the conventional system, the drive torque is canceled out and the braking is still applied). However, according to the present invention, since natural deceleration is actively incorporated into the speed feedback control, it is possible to use a control rectifying element or the like with as small a capacity as possible.

[Brief explanation of drawings]

FIG. 1 is a diagram showing the configuration of a conventional speed control device.
FIG. 2 is a diagram showing brake characteristic curves of an electric motor and an electrohydraulic pusher, FIG. 3 is a diagram showing a speed-time curve of a car using a conventional speed control device, and FIG. 4 is a diagram showing one example of a speed control device according to the present invention. FIG. 5 is a diagram showing an example of the method for detecting the load state of the multi-story parking system according to the present invention; FIG. 6 is a diagram showing the state of each cage of the multi-story parking system; FIG.
The figure is a block diagram of a device for determining the timing of the start of a deceleration command by the device of the present invention, FIG. 8 is a diagram of an embodiment of the speed pattern generating device of the present invention, and FIG. 9 is an output waveform diagram of this speed pattern generating circuit. FIG. 10 is a diagram showing a speed-time curve of the car during deceleration using the device of the present invention. IM...Induction motor, C(1) to C(N)...Cage,
10...speed pattern generator, 20...firing angle control amplifier, TH...control device, TG...tachometer generator.

Claims (1)

[Scope of Claims] 1. An electric motor that drives the cage of a mechanical multi-level parking system equipped with a plurality of cages, a speed pattern generator that generates a speed pattern signal of the electric motor, and a speed pattern generator that generates a speed pattern signal proportional to the rotational speed of the electric motor. A tachometer generator that generates a speed signal, a load detection means that detects a load condition of the motor that changes from time to time, and a voltage applied to the motor according to a deviation signal between the speed pattern signal and the speed signal. The control device is provided with a control device that controls through a contact, and if the load on the motor determined by the load detection means when the landing cage passes the deceleration point is a balanced load or a light load, the contact is immediately closed, and the load detection means When the load of the electric motor is heavy, the speed control device is provided with a control means that delays the closing of the contact for a predetermined period of time according to the load, and the speed pattern generator is configured to generate the speed signal of the tachometer generator. configured so that the speed pattern signal follows the input signal as an input signal,
The circuit is configured such that the following configuration is cut off when the contact is closed by the control means, and the subsequent speed pattern signal is attenuated at a predetermined slope according to the magnitude of the speed signal immediately before the contact is closed. Features: Speed control device for mechanical multilevel parking system. 2. The speed pattern generator includes a comparator at the front stage and an integrating circuit at the rear stage, and a memory circuit is connected to the integrating circuit as a feedback circuit via a first contact that closes at the same timing as the contact caused by the control means. At the same time, the circuit is configured such that a connection point between the comparator and the integrating circuit is grounded via a second contact that closes at the same timing as the contact caused by the control means. A speed control device for a mechanical multilevel parking device as described in Section 1. 3. The speed control device for a mechanical multilevel parking system according to claim 1, wherein the electric motor is an induction motor, and the applied voltage is a DC voltage. 4. The motor load detection means includes a calculation device;
A parking register that stores the parking status of cars in each cage, and a load data register that stores the difference in the number of parked cars between the left half and the right half at the reference position of each cage, which changes from time to time, as load data for each cage. The mechanical multilevel parking system according to claim 1, further comprising means for detecting a load from the load data of the cage existing at the reference position when the landing cage passes the deceleration point. speed control device. 5. The control means for delaying by a predetermined time is provided with a time setting device that commands a delay time according to the load data, a pulse generator that generates a timing pulse, and a counter that counts the timing pulse after passing the deceleration point, 4. The mechanical multilevel parking according to claim 4, wherein the counter is a control means including a deceleration start command device that issues a deceleration start command when the counter counts the delay time commanded by the time setting device. Equipment speed control device.