JP2565535Y2 - Mechanical parking brake - Google Patents

Description

[Detailed description of the invention]

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a braking device for braking a drive unit for driving a cage or the like in a mechanical parking lot such as a tower parking lot. The stop can be performed accurately and without causing large shaking.

[0002]

2. Description of the Related Art An outline of tower parking, which is one of mechanical parking lots, will be described with reference to FIG. In the tower parking 10, a chain rail 14 is provided inside a building 12, and a plurality of cages 16 are driven up and down along the chain rail 14 by driving of a driving device 18. Then, the desired cage 16 is positioned at the entrance / exit 22 of the ground 20 and the vehicle 24 is entered / exited.

[0003] The driving device 18 is composed of a motor, a speed reducer, a thruster brake and the like. The control panel 26 is a cage 16
It has a built-in motor panel, relay panel, etc., for controlling the operation of such as. The operation panel 28 on the ground issues various commands to the control panel 26 by human operation to operate the cage 16 and the like.

[0004] The operation during braking of the tower parking is shown in FIG.
This is performed as follows. The target cage is moved at a normal speed toward the entrance. When the vehicle approaches a predetermined distance before the entrance / exit, the vehicle decelerates. Stop braking just before the entrance.

The above deceleration and braking are performed by using a thruster brake. The braking force of the thruster brake is determined by the strength of the braking spring.In conventional tower parking, the braking force is set so that one thruster brake can be stopped correctly even at the maximum load, I always tried to apply a uniform braking force.

[0006]

In tower parking, the load applied to the driving device greatly varies depending on the number of parked vehicles, the balance between the left and right vehicles, and the direction of rotation. Therefore, in the case of applying a braking force with a constant braking force as in the above-described conventional device, the time from application of the braking force to the stoppage varies greatly depending on the magnitude of the load.

For example, when braking is applied in a state where the left and right loads are substantially balanced as shown in FIG.
Assuming that the operation is stopped as shown in FIG.
In each state of (d), even when the same braking force is applied, the stop time changes as follows. That is, in the state of FIG. 4B, the left and right loads are unbalanced, and the direction of the load matches the rotation direction, so that the stop time is long as shown in FIG. 5B. Also, even if the direction of the load and the rotation direction match as in FIG. 4B, if the number of parked vehicles is small as shown in FIG. 4C, as shown in FIG.
The stop time is shorter than in (b). FIG. 4 (d)
In the position shown in FIG. 5, the left and right loads are unbalanced, and the rotation direction is opposite to the load direction.
It stops instantly as shown in (d).

Therefore, in the related art, if braking is applied at the same timing irrespective of the magnitude or direction of the load, the stop position may fluctuate greatly and stop at the correct position. Further, in the state shown in FIG. 4D, there is a problem that the cage stops too quickly in a short time as shown in FIG.

This invention solves the above-mentioned problems in the prior art, and provides a mechanical parking lot braking device capable of stopping a cage or the like at a predetermined position with high precision and without causing large shaking. What you want to do.

[0010]

According to a first aspect of the present invention, a plurality of thruster brakes for braking a driving means for transporting a vehicle and a magnitude and a direction of a load applied to the driving means are detected. Load detecting means, and according to the magnitude and direction of the load detected by the load detecting means,
Thruster brake control means for determining the number of actuations of the thruster brakes necessary for stopping the driving means at a substantially predetermined braking time during braking, and actuating the corresponding number of thruster brakes. .

According to a second aspect of the present invention, the thruster brake required to decelerate the drive unit at a substantially predetermined deceleration during braking according to the magnitude and direction of the load detected by the load detecting means. Find the rotation speed of the operating motor,
An operation motor control means for controlling the operation motor to the number of rotations is further provided.

[0012]

According to the first aspect of the present invention, the number of thruster brakes to be actuated is reduced when the braking force required to stop the vehicle for approximately a predetermined braking time is small in accordance with the magnitude and direction of the load. When the braking force required to stop the vehicle in approximately the predetermined braking time is large, the number of actuations of the thruster brake is increased, so that the vehicle can be stopped in approximately the predetermined braking time regardless of the magnitude or direction of the load. Therefore, the braking distance is fixed, and the vehicle can be stopped at a correct position with high accuracy. Further, even when the load is small, the deceleration does not become too large, so that the swing of the cage or the like can be prevented.

According to the second aspect of the present invention, the number of rotations of the motor for operating the thruster brake is controlled in accordance with the magnitude and direction of the load at the time of deceleration. The vehicle can be operated at a low speed at the speed described above, and braking can be performed at a correct position with higher accuracy by applying a brake after a predetermined deceleration time.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below.
First, an example of the configuration of the driving device 18 (FIG. 2) according to the present invention is shown in a plan view in FIG. The driving device 18 is a cage 1
6 (FIG. 2) is provided with a motor 30 (winding induction motor). Three thruster brakes 34 to 36 are disposed on a motor shaft 32 of the motor 30 so that braking forces can be individually applied to the motor 30. The maximum braking force of each of the thruster brakes 34 to 36 is 1/3 of that of the conventional thruster brake, and the same braking force as the conventional one (braking force that can be stopped at the maximum load of the maximum load) by operating three units simultaneously. Is obtained. The braking force of each of the thruster brakes 34 to 36 varies depending on the rotation speed of the built-in operation motor. The higher the rotation speed, the more the built-in braking spring is pushed up to reduce the braking force, and the lower the rotation speed, the more the braking force. The spring acts greatly to increase the braking force. The braking force is greatest when the number of revolutions is set to zero.

FIG. 1 shows an embodiment of the present invention using the driving device 18 shown in FIG. The three-phase AC voltage is applied to the cage driving motor 30 via the rotation direction switch 40 and the overcurrent detector 42. The speed of the motor 30 is controlled by switching the notches 1A to 4A of the secondary resistor 44.

Thruster brake operating motors 134-1
The operation of the switch 36 is controlled by switching the switches 46 to 48. That is, when connected to the contact a, one of the motors 30
High-speed driving is performed at the secondary frequency, and the braking force becomes zero. Also,
When connected to the contact b, the motor 30 is driven at the secondary side frequency to generate a braking force, and the motor 30 rotates at a speed in which the sum of the motor rotational force and the load rotational force and the braking force are balanced. Is achieved. Further, when the thruster brake actuating motors 134 to 136 are not driven when connected to the contact c, the entire braking force of the built-in braking spring acts and the motor 30 operates.
Stops.

The load detecting means 50 detects the magnitude and direction of the load. Here, the size and direction of the load current are detected by using the current transformer 51 to detect the size and direction of the load. Further, since the number of rotations of the motor 30 varies depending on the magnitude and direction of the load, the magnitude and direction of the load can be detected by detecting the number of revolutions of the motor 30 using a tachometer or the like. In addition, for example, the position of a cage accommodating a vehicle is stored, and the left / right balance is obtained from the position of the cage that moves every moment (1).
The weight per unit is counted as, for example, 1 t. Alternatively, a load sensor is arranged in each cage immediately before entering the car and the weight of each vehicle is stored. ), The magnitude and direction of the load can be obtained indirectly by calculation from this and the rotation direction.

The thruster brake control means 52 controls the thruster brakes 34 to 36 by switching the switches 46 to 48 according to operation commands (movement, deceleration, stop) and the magnitude and direction of the detected load. That is, when moving the target cage toward the loading / unloading position, the switch 4 is used.
Thruster brake 3
Release 4-36 and operate at full speed.

When the target cage approaches a position a predetermined distance before the entrance / exit, the vehicle is decelerated (low-speed operation) as shown in FIG. 3 and then stopped. An example of the control at this time will be described for various cases shown in FIG.

When the left and right loads are substantially balanced as shown in FIG.
Stop. That is, only the switch 46 is connected to the contact b, and the switches 47 and 48 are kept connected to the contact a. As a result, only the thruster brake 34 operates,
The vehicle is decelerated and becomes low-speed operation. After that, the switch 46 is connected to the contact c just before the entrance and exit, and the thruster brake 34 is stopped by applying the braking. After the stop, switch 47,
48 is also connected to the contact c to connect three thruster brakes 34 to
At 36, the stop state is maintained.

When the left and right loads are unbalanced as shown in FIGS. 4B to 4D, the following control is performed. That is, when the vehicle is decelerated and stopped in the state shown in FIG. 4B, the left and right loads are unbalanced, and the direction of the load and the rotation direction match, so that the three thruster brakes 34 to 36 are used. Make everything work. That is, switch 4
6 to 48 are all connected to the contact b. As a result, all the thruster brakes 34 to 36 operate and are decelerated, resulting in low-speed operation. Then switch 46 ~ just before the entrance and exit
48 are all connected to the contact c, and braking is performed by three thruster brakes 34 to 36 to stop.

When the vehicle is decelerated and stopped in the state shown in FIG. 4C, the left and right loads are balanced.
Since the load is smaller than (b), the two thruster brakes 34 and 35 are operated. That is, the switches 46 and 4
7 is connected to contact b and switch 48 remains connected to contact a. Thereby, the thruster brakes 34, 35
Operates to decelerate to low speed operation. After that, the switches 46 and 47 are connected to the contact point c just before the entrance and exit, and the two thruster brakes 34 and 35 apply braking to stop. After the stop, the switch 48 is also connected to the contact c, and the stopped state is maintained by the three thruster brakes 34 to 36.

When the vehicle is decelerated and stopped in the state shown in FIG. 4 (d), the load on the left and right is unbalanced, and the direction of the load and the direction of rotation are reversed. Only the thruster brake 34 is operated. That is, only the switch 46 is connected to the contact b, and the switches 47 and 48 are kept connected to the contact a. As a result, only the thruster brake 34 is operated, the speed is reduced, and the low-speed operation is performed.
After that, the switch 46 is connected to the contact c just before the entrance and exit, and the thruster brake 34 is stopped by applying the braking. After stopping, switches 47 and 48 are also connected to contact c to
The stopped state is maintained by the thruster brakes 34 to 36.

As described above, by switching the number of thruster brakes to be operated according to the magnitude and direction of the load, the thruster can be stopped for a substantially predetermined braking time regardless of the magnitude and direction of the load. Therefore, the braking distance is fixed, and the vehicle can be stopped at a correct position with high accuracy.
Further, even when the load is small, the deceleration does not become too large, so that the swing of the cage or the like can be prevented.

The number of thruster brakes to be operated is switched according to the magnitude and direction of the load even during deceleration.
The low-speed operation can be performed at a substantially predetermined speed regardless of the magnitude and direction of the load, and braking can be performed after a predetermined deceleration time, so that the vehicle can be stopped at a correct position with higher accuracy.

The relationship between the magnitude and direction of the load and the number of thruster brakes to be used is determined in advance by, for example, experiments and the like, and is stored in the thruster brake control means 52 as a table. In addition, the corresponding number data can be read and controlled according to the magnitude and direction of the detected load.

The secondary resistor 44 of the motor 30 is also switched according to the size of the load. For example, when hoisting the maximum load, 2A is short-circuited and the others are opened. When winding with a moderate load, 1A is short-circuited and the others are opened. When the load is negative, 1A to 4A are all opened.

FIG. 7 shows an embodiment of the invention according to claim 2, wherein the speed at the time of deceleration (during low-speed operation) can be fixed with higher accuracy regardless of the size and direction of the load. Show. 1 are denoted by the same reference numerals.

The switches 46 to 48 are controlled by the thruster brake control means 52 in accordance with the magnitude and direction of the load detected by the load detection means 50 in the same manner as in the embodiment of FIG. 34 is controlled.

The operation motor control means 53 uses the frequency voltage independently generated by the inverter device instead of the thruster brake operation motors 134 to 136 at the time of deceleration instead of the secondary frequency of the motor 30 used in FIG. It is driven. That is, the operating motor control means 53 has a large control on individual thruster brakes (which also control the number of operating units) operated to realize a predetermined low-speed operation speed in accordance with the magnitude and direction of the detected load. When it is necessary to generate power, a low-frequency voltage is output, and when a small braking force is required, a high-frequency voltage is output to drive the thruster brakes 34 to 36. Thus, the speed of the low-speed operation can be controlled with higher accuracy regardless of the magnitude and direction of the load, and the braking can be performed after a predetermined deceleration time, so that the vehicle can be stopped at the correct position with higher accuracy.

The relationship between the magnitude and direction of the load and the frequency to be generated is determined in advance by, for example, experiments and the like, and is stored in the operating motor control means 53 as a table. The corresponding frequency data can be read and controlled according to the magnitude and direction of the load to be applied.

[0032]

[Modification] In the above embodiment, the case where three thruster brakes are used has been described. However, two or more thruster brakes can be used.

[0033]

As described above, according to the first aspect of the present invention, when the braking force required to stop the vehicle for approximately a predetermined braking time is small in accordance with the magnitude and direction of the load, the thruster is used. When the number of brake operations is reduced and the braking force required to stop in approximately the predetermined braking time is large, the number of thruster brake operations is increased, so the approximately predetermined braking is performed regardless of the size or direction of the load. Can be stopped in time. Therefore, the braking distance is fixed, and the vehicle can be stopped at a correct position with high accuracy. Further, even when the load is small, the deceleration does not become too large, so that the swing of the cage or the like can be prevented.

According to the second aspect of the present invention, the number of rotations of the motor for operating the thruster brake is controlled in accordance with the magnitude and direction of the load during deceleration. The vehicle can be operated at a low speed at the speed described above, and braking can be performed at a correct position with higher accuracy by applying a brake after a predetermined deceleration time.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention.

FIG. 2 is a plan view showing an outline of tower parking.

FIG. 3 is a diagram showing an operation method of tower parking.

FIG. 4 is a front view showing various load states in tower parking.

FIG. 5 is a diagram showing a difference in braking time in each of FIGS. 4 (a) to 4 (d).

FIG. 6 is a plan view showing a configuration example of a driving device used in the present invention.

FIG. 7 is a block diagram showing an embodiment of the invention of claim 2;

[Explanation of symbols]

 Reference Signs List 10 tower parking (mechanical parking lot) 24 vehicle 30 motor (drive means) 34, 35, 36 thruster brake 50 load detection means 52 thruster brake control means 53 actuation motor control means 134, 135, 136 actuation motor

Claims (2)

(57) [Scope of request for utility model registration] 1. A plurality of thruster brakes for braking a driving means for transporting a vehicle, a load detecting means for detecting a magnitude and a direction of a load applied to the driving means; The number of thruster brakes required to stop the drive means for approximately a predetermined braking time during braking according to the magnitude and direction of the load to be applied is determined, and the corresponding number of thruster brakes are activated. A mechanical parking lot braking device comprising a control means. 2. The number of revolutions of the thruster brake operating motor required to decelerate the drive unit at a substantially predetermined deceleration during braking according to the magnitude and direction of the load detected by the load detecting means. The mechanical parking lot braking device according to claim 1, further comprising an operation motor control means for controlling the operation motor to the number of rotations.