FR2493556A1 - METHOD AND DEVICE FOR REGULATING A POSITIONING MECHANISM, ESPECIALLY FOR TRANSPORT CABINS - Google Patents

Abstract

FOR THE REGULATION OF A POSITIONING MECHANISM, IN PARTICULAR FOR TRANSPORT CABINS, IT IS PROPOSED TO DISPLAY AN AUXILIARY SIGNAL H WHICH IS ADAPTED TO THE MAXIMUM TRANSLATION SPEED OR TO THE DECELERATION AND WHICH SHALL BE REDUCED PROPORTIONALLY TO THE PATH S. THE AUXILIARY SIGNAL H IS COMPARED WITH THE LOCKED OUTPUT SIGNAL OF THE SET VALUE DISPLAY. THE OUTPUT SIGNAL A IS THUS DECREASED AS THE AUXILIARY H SIGNAL CHANGES, AND AT THE SAME TIME, A POSITIONING ON AND AT THE SAME TIME RAPID IS OBTAINED, WITHOUT FASTING A SIGNIFICANT FRACTION OF THE PATH AT POSITIONING SPEED, BEFORE REACHING THE STOPPING POINT.

Description

The invention relates to a product and a device

  for regulating a positioning mechanism, in par-

  special for transport cabins, with the help of a display

of the set value.

  In such controlled transport facilities, efforts are made to travel smoothly from start to finish in as short a time as possible, while in terms of acceleration, final speed

  deceleration, values resulting from the mechanism of

  or conditions of service shall not, or may not, be exceeded. At the same time, it is intended to achieve optimization of the journey time by economically justifiable means. This is why, for example, this should not lead to an oversizing of the mechanism

  drive. In addition, the setting of the drive mechanism

  during commissioning and servicing should require the least possible staff requirements. This is where the setpoint display is important

  particular for the evolution of the speed.

  Known operating methods and target value displays (see, for example, DE-PS 26 54 327) enable adjustment of acceleration, speed and deceleration. This device is operated in such a way

  that during the deceleration phase a period

  which is traveling at a reduced speed, called the speed of

  until the stop is reached. The transition from running to final speed to deceleration is tested when the product to be transported, for example a cab for

  the transport of people, passes a mark on the tr -

  jet, located at a fixed distance from the stopping point. Y.-

  The shortest possible travel time is then obtained when the deceleration is just completed when the positioning window is reached, that is to say when there is no

  has almost no way to go in terms of speed

tioning.

  These devices, however, have an indication of

  in the sense that such an adjustment of the deceleration

  leaves no room for possible disturbance factors.

  proval. This means that the drive mechanism must be designed so that it can accurately

  setpoint even under the worst load

  ble, which leads to oversizing of this mechanism.

  This is why in practice, although it is not favorable, we still do a certain part of the path in positioning speed, so to have a margin of

  in compensation for any differences in

  temperature and aging of constituent elements.

  Another disadvantage arises during short trips, when the starting point is not far enough from the reference provided for the passage of the marker to have reached the final speed, because then the deceleration is already completed well before the stopping point, and that it is therefore necessary to carry out a long path in positioning speed. To avoid this last disadvantage, various methods have been proposed for shifting the deceleration point relative to the marker on the path. Already in the DE-PS 26 54 327 and the

  DE-PS 26 41 983, one indicates how one can calculate a

  period from which the purpose of the deceleration must

  be shifted in case of short trips. Despite this improvement

  The drawbacks mentioned above of the known installations remain intact; even the device described

  in DE-PS 26 14 386 provides only an insufficient remedy.

  It is proposed to provide on the path between the initial mark and the stopping point, a complementary mark which, at optimal deceleration, must be crossed at a specified target speed. The difference found between the real speed

  and the set speed is treated as a correction variable

  the display of the setpoint. There, disturbing factors appearing after the passage of the second mark, can no longer be taken into consideration, and moreover a correction can be made only during a determined evolution of the speed between the first and the second mark. . One can certainly, according to the DE-PS 21 02 583, find a remedy by having still other marks on

  the deceleration path, with which a good

  deceleration is made possible, even at any speed of passage in front of the first mark, however this is linked to significant expense for the installation and interrogation of the markers, which makes the process unprofitable, especially when several stops are planned on the way. Finally, it is still known from DE-PS 25 16 448 that the start of deceleration can be calculated as a point of intervention between departure and arrival, provided that

  only that the path necessary for the acceleration

  deceleration is in a fixed relationship.

  But here again the appearance of possible disturbances

  can be sufficiently taken into consideration.

  The invention assumes that for accelerating

  A maximum value is displayed, for example resulting from the adhesion between wheel and rail or the adhesion between cable and pulley or, in the case of transport of persons, physiological points of view but where it is not necessary. assured in each case that the drive mechanism can actually follow this acceleration at full load. In addition, it must be taken into account that the set final speed can not be reached with each load. Therefore, for this reason, it can not be assumed that the passage of the single reference to be suffixed for reasons of cost, for the deceleration is reproducible service conditions. Thus, no calculation of the point of intervention of the deceleration is possible from the service conditions before the passage of the marker, especially as during the course of the deceleration, it is also necessary to count with the appearance of disturbances . The only prerequisite which the invention poses to the transport installation is that the mark on the path is placed at a distance from the point

  that the drive mechanism, even under conditions

  the most unfavorable conditions, can slow down from a

  speed, at least as great as the maximum speed

  sible translation. It must also be taken into account

  that there is not always a mark on the route, that is,

  to say that the starting point can be between the benchmark

and the breakpoint.

  The object of the invention is therefore to avoid the inconveniences

  known from regulations, positioning mechanisms and

  and to propose a process and a device, which ensure, in an economically justifiable expenditure framework, a very high operational safety with optimal capacity.

transport.

  This is obtained in a process of the type described

  in the beginning by the fact that a particular auxiliary signal

  responding at least to the maximum running speed and the maximum deceleration, is reduced substantially proportionally to the path, is compared with the slave output signal of the target value display, and the output signal is thus reduced. as and when

the evolution of the auxiliary signal.

  For the realization of the method, a set-point display is used, characterized by an installation for the production of an auxiliary signal H substantially proportional to the path, by a device

  for comparing the auxiliary signal H to the output signal

  of the set-point display and for producing an output signal x for E> A, causing at most the maximum acceleration displayed, and a signal of

  output y for H <A, causing at most the maximum deceleration

  mum displayed by an integrator for the formation of the output signal A from the signals x respectively y, likewise

  only by a servo installation.

  The auxiliary quantity H can be reduced in such a way that it is lowered to zero at the end of the course or reaches a value corresponding to the positioning speed shortly before the end of the course. In the case where a marker is placed on the route and o the starting point

  is situated before the reference, the reduction of the magnitude;

  Link H only takes place after the passage of the marker. The auxiliary quantity H represents a lower limit, below which the setpoint must not descend

  in the deceleration range, so that the drive mechanism

  does not stop before reaching the breakpoint or for

  that a greater part of the journey does not take place

  positioning speed. In this way, a posi-

  fast and safe at the same time. The greatness

  H is set at the beginning of the course to a value which is equal to or greater than the setpoint for the maximum speed and which corresponds to the speed from which

  the drive mechanism can slow down in

  the most unfavorable conditions on the journey between departure and

  stopping point, respectively between marker and stopping point.

  It is particularly advantageous to be able

  hold the auxiliary magnitude H by discharging a capacitor.

  The voltage at the beginning of the discharge, which can be slightly modified, corresponds to the starting value to be adjusted of the

  auxiliary magnitude H. The discharge of the capacitor

  the path and thereby the proportional decrease corresponding to

  of the auxiliary signal H can be obtained, either by coupling a tachogenerator to the drive motor, to which is connected downstream an integration element whose output voltage ensures a continuous discharge of the

  capacitor, or by coupling a generator of

  drives to the drive motor, it being understood that these

  pulses are used to discharge the capacitor. The-

  the auxiliary signal H is then

  a staggered function, but is nevertheless on average

part of the journey.

  The comparator can also be designed so that for a small difference between the quantities A and H,

  there is production of output quantities between x and y, the in-

  tegrator is then designed in such a way that the speed of

  change of its output A admits values between the accu-

  maximum speed and maximum deceleration.

  Other features of the invention appear

  will be discussed in the description that follows, given in

  As a non-limiting example with reference to the accompanying drawings,

  and which will show well how the invention can be realized.

  The drawings represent: FIG. 1: a graphical representation of the auxiliary signal H as a function of the path S using a pulse generator for producing the auxiliary signal H; Fig. 2: the same representation as in Figure 1, with provision of a mark M along the path; Fig. 3: a graphical representation of the dependence of the quantities H, A, x and y as a function of the path S; Fig. 4 and 5: a representation corresponds to Figure 3 with use of a mark M along the path; Fig. 6: the dependence of the quantities A, H, v, according to

  in Figure 5, plotted against the time of

  course t; Fig. 7: the dependence of the quantities H, A and the signal of

  output of the comparator as a function of the time of

  course, the arrangement having been chosen such that output quantities between x (max) and y (max) are also produced, based on the operating conditions shown in Fig. 6; Fig. 8: a graphical representation of the quantities H and k

  depending on the path S, with the operating conditions

  shown in Figure 7; Fig. 9: a graphical representation corresponding to FIG. 8, plotted as a function of the travel time t; Fig. 10: a graphical representation of the dependence of the output signal A of the travel time t during startup; Fig. 11: a connection diagram of the display of the setpoint value according to the invention, and FIG. 12: a connection diagram of another embodiment

  of the setpoint display according to 'n-

  vention. The display of the set value represented

  Figure 11 shows as main constituent elements

  the device i for the production of the auxiliary signal

  H, the comparator 2 and the integrator 3. The sets correspond to

  are separated by vertical lines

  terrompu. The device 1 for producing the auxiliary signal

  H shows in the exemplary embodiment a pulse generator 4, coupled to the motor shaft 5 shown schematically. The auxiliary signal H is displayed by

  via a potentiometer 6, which charges the con-

  AC densifier. As soon as the switch 7 is open, the voltage

  capacitor Cl decreases incrementally as

  sure of the advance of the means of transport on its way.

  Comparator 2 has a different amplifier

  P1 for the comparison between the auxi-

  1 and the output signal A of the integrator 3. When the auxiliary variable H is greater than the output signal A (acceleration), the differential amplifier P1 switches to its negative saturation voltage. The output current x of the

  comparator 2 can be set by the resistance R1 (accelerating

  maximum ration). When the auxiliary signal H is lower

  at the output signal A (deceleration), the maximum deceleration

  mum, i.e., the output current y can be adjusted by the resistor R2. The integrator 3, connected downstream of the comparator 2 and forming the corresponding output signal A

  throughout the setpoint, consists of the am-

  P2 and P2 capacitor.

  Another embodiment of the display of the setpoint value according to the invention is shown in FIG. 12. Here again, the main constituent elements are the device 1 'for the production of the auxiliary signal.

  H, the comparator 2 'and the integrator 3'. In addition, there is

  seen an operational amplifier P5 in the comparator 2 ',

  which has a servo-control R3 thanks to which we can ob-

  maintain smaller output values in the event of a small difference between the output signal K and the output signal A, than the maximum values x (max) and y (max) for acceleration

  starting, respectively deceleration. When A and K are.

  equal, the output is at the level of the comparator 2 '. Las-

  Serving R4 of the integrator 3 'allows the ramp up speed of the output signal A to increase for increasing values of K. The influence of this servocontrol is however effective only thanks to the diodes N1 and N2 also

  long as the output of P5 is less than zero, that is

  that is to say only during the acceleration, during which K is greater than A. For the production of the auxiliary signal H, a tachymetric dynamometer 9, coupled to the

  drive mechanism 5, not shown in detail.

  The graphical representations of FIGS. 1 to 6 refer to the use of a setpoint display, as shown in FIG.

  the graphical representations of Figures 7 to 10 explain

  the conditions that can be achieved with an

  value value, as shown on the

figure 12.

  FIG. 1 shows the shape of the auxiliary signal H as a function of the path with use of a generator

  pulse 4 coupled to the drive mechanism 5. What

  that the fine structure is established in a staggered manner,

  gets for H a linear appearance, that is to say

  payment proportional to the path S. When the switch

  7 is not closed at the beginning of the journey, and therefore when

  that the voltage determining the height of the auxiliary signal H, constituted by the potentiometer 6, is not eliminated, the closing of the switch 7 is caused by a reference

  M arranged along the path S, and we obtain the appearance re-

shown in Figure 2.

  If the steps of the course are small enough

  or if one works with a continuous tachometer voltage-

  integrated, the graded curve of Figures 1 and 2 is

  transforms into a straight line. In the rest of the explanation

  tion, we start from this principle, although what is said

  also in the same way for the 4-shaped shape.

  The speed reference value is

  by the integrator 3, whose appearance of the output signal A

  corresponds to the maximum acceleration allowed, if at "n-

  integrator 3 the output signal x of the comparator

  2 is present, while he returns in accordance with the decree

  maximum permissible leration, if at the input the signal of

  exit is present. Switching the input of the inte-

  grateur 3 between the values x and y is performed by the comparator 2, which makes the comparison between the output signal A of the integrator 3 and the auxiliary signal Il. If H is greater than A, the comparator 2 delivers the signal

  x, while if H is less than A, the comparison

  transmitter 2 delivers the signal y. The size of the quantities H, A, x and y, together with the running speed v, is shown in FIGS. 3 to 5 as a function of the path S.

  Figure 3 takes into account the case where no

  father is not used on the course, while in Figures 4 and 5, the deletion of the auxiliary signal H is operational after passing a marker M. Regarding the pace of the speed v

  in Figures 3 to 5, the most disadvantaged case was

  If the drive mechanism 5 fails to reproduce the maximum values for acceleration and deceleration indicated by the setpoint display. The conditions shown in FIG. 5 are shown in FIG. 6 for a better understanding, as a function of the travel time t. We

  recognizes the set value A increasing in a way that

  nary, and the speed v, following acceleration more

  pick. In the deceleration zone, the curve portion Hi represents the shape of the auxiliary signal H, which would be obtained if the speed v could follow and if the set point value A of the maximum deceleration was set to such a degree.

  so that it can on its side follow the

  However, as the deceleration of the value of con-

  sign A is less than the initial inclination of the

  Auxiliary H, the true pace of the auxiliary signal

  It is steeper because of even faster speed.

  at the beginning. The inversion point for the transition df 1-

  setpoint A of the climb phase (acceleration phase).

  the return phase (deceleration phase) is given at the moment when H becomes smaller than A. This takes place neither at a precise moment nor at a precise path point, but

  represents for each condition of functioning

  the most favorable point, where the deceleration

  put in action at the earliest. The actual start of deceleration

  1 ration depends on the value of the actual speed at the moment of the inversion of the set value, respectively

  when the actual value becomes greater than the value

their deposit.

  As can be seen in Figure 6, it is irrelevant for the evolution of the deceleration, that the drive mechanism is able to follow the maximum deceleration displayed by the return of the integrator 3. In the flatter part of the setpoint curve,

  that is, in the range where the output signal A of the in-

  tegrator follows the auxiliary signal H, at the latest

  At the stopping point, the speed will have reached the setpoint and therefore the deviation from the regular behavior will be zero. This results from the initial condition that the

  auxiliary signal H at the beginning of the trip

  their equal to or greater than the set value for the

  maximum speed and that it corresponds to the speed at which the drive mechanism, in the most unfavorable conditions, can slow down with the maximum deceleration allowed on the course, or on the remaining distance between

the M mark and the breakpoint.

  In the case of a sensitive load, especially in the case of transport of persons, it is required that the walking pace be smooth. This means for the setpoint display that the transitions between acceleration

  and final speed, respectively final speed and deceleration

  ration are made gradually. This is possible, as in the other configurations described below, thanks to a setpoint display of the type represents on

  Figure 12. There, the comparator 2 'is designed such that Tnr% r.

  only for small differences between magnitudes A e he

  output values between x (max) and y (max) are also

  produced. The integrator 3 'is made in such a way that for input quantities between x (max) and y

  (max), the rate of change of the output signal A takes

  do values between maximum acceleration and cVc & -

  maximum lération. This measurement is represented in the figure

  7, based on the operating conditions

  it is felt in Figure 6. The rounding of the setpoint curve leads to that the first part of the journey of

  deceleration takes place at a higher speed, which

  This results in a linearization of the time course of the auxiliary signal H in the deceleration range.

  When it comes to travel time ex-

  very short, it may be advantageous to indigenize the

  lure of the H curve over a larger range of the deceleration path. This is made possible in a configuration

  complementary to the invention by bringing the magnitude of

  to the comparator 2 'via an element

  The nonlinear element includes an amplification

  P6 and 8 'nonlinear feedback control. The nonlinear element 8 'is usefully designed so that its

  output signal K, for small values of H, either

  above H, and for large values of H, approaches the H value. This measurement is shown in Figure 8, based on the operating conditions of the

  Figure 7. Figure 9 shows the pace in time corresponding to

laying in Figure 8.

  Another variant of the display of the value of

  setpoint according to the invention refers to the acceleration.

  To avoid a jolt when starting, it is advisable to start with a weak acceleration and to increase it by

  This can be achieved by maintaining the invention

  the rate of growth of the output signal A of the integrator 2 ', caused by the signal x, and, in addition, the output of the integrator 3' is controlled in such a way

  at its entrance that the rate of growth of the

  A increases in increasing function of A, as shown in FIG. 10. This interlocking does not disturb the rounding of the setpoint curve when

  of the transition to final speed, respectively in December

  it can be disconnected when A is greater than

H.

Claims (8)

CLAIMS:   1. A method for regulating a positioning mechanism, in particular for a transport cabin, by means of a set-point display, characterized in that a specific auxiliary signal (H), corresponding to the less than the maximum running speed and the maximum deceleration, is reduced substantially proportionally to the path (S), is compared with the output signal (A) of the set-point display and the signal of   output (A) is thus reduced as and when the auxiliary signal (H).   2.- Setpoint display for the real-   process according to claim 1, characterized in that it comprises a device (1) for producing an auxiliary signal (H) substantially proportional to the path (S); a comparator (2) for comparison between   the auxiliary signal (H) and the output signal (A) of the   set-point file and for the production of a   output signal (x) causing at most the maximum acceleration   mum displayed for (H)> (A), and an output signal (y) pro-   not more than the maximum deceleration displayed for (E) <(>)   and an integrator (3,3 ') for forming the output signal.   tie (A) from the signals (x), respectively (y), and   by a servo system (4).   3.- Setpoint display according to claim 2, characterized in that the installation (1) for the production of the auxiliary signal (H) comprises a capacitor (CI), respectively (C3), a dynamo tach? metric (9) coupled to the drive mechanism (5) and   an integration element (10) to integrate its voltage dW-   exit. 4. A setpoint display according to claim 2, characterized in that the installation (1) for the production of the auxiliary signal (H) comprises a capacitor (Ci), respectively (C3), and a generator.   pulses (4) coupled to the drive mechanism (C).   5.- Setpoint display according to one   Claims 2 to 4, characterized in that the 249355E6   auxiliary signal (H) is fed to the comparator (2 ') by a nonlinear element (8).   6.- Setpoint display according to the re-   claim 5, characterized in that the output signal (K) of the nonlinear element (8 ') for small values of <H) is greater than (A), and for larger   values of (11) approaches the value of (A).   7.- Setpoint display according to one   Claims 2 to 6, characterized in that the   output signal (A) of the integrator (3 ') is slaved in such a manner to the input of the latter that the growth rate of the auxiliary signal (H) increases according to the increasing of (A).   8.- Setpoint display according to the re-   7, characterized in that the enslavement   is only effective as long as (H) is greater than (A).