JPH0118230B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION 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.

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 and supplies the power voltage to the electric-hydraulic pusher TB.
is applied to completely release the electro-hydraulic push-up brake. Contact 7 is closed when the landing cage reaches the deceleration point, and remains closed during deceleration. Contact 3~
5 sequentially shorts the secondary resistors R1 to R3 inserted in series with the secondary winding of the induction motor IM by closing circuit, and accelerates the induction motor IM by well-known secondary resistance control, but the landing cage decelerates. When this point is reached, the circuit is opened in order to minimize the drive torque of the induction motor 1.

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-story parking system match, and after that, the cage is controlled to maintain that rotation speed, and the cage is kept at a predetermined speed. Run with

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 composite torque Tw of the induction motor IM and the load torque T _L of the multi-level parking system match. be done.

Next, the cage is connected to a position detection switch (not shown).
When the stop point Q detected by is reached, contact 7 and contact 1 of the electromagnetic contactor are opened to completely cut off the voltage supply to the electro-hydraulic pusher TB and the induction motor IM, reducing the pushing force of the electro-hydraulic pusher TB. Tt and the driving torque Tm of the induction motor IM are made zero, and the induction motor IM, that is, the cage, is stopped by only the braking force Ts of the brake spring.

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 (A shows the case of light load and B shows the case of 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.

FIG. 4 is an overall configuration diagram showing one 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 shaft of the IM 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 for the car of the multi-level parking system; 20 is a speed pattern signal 10a of the speed pattern generator 10 and a speed signal of the tachometer generator TG;
a firing angle control amplification device 30 for comparing and amplifying V _TG and controlling the firing angle of a control rectifying element, etc. of the control device TH so that the speed signal V _TG follows the speed pattern signal 10a based on this deviation signal; is a normally open contact of an electromagnetic contactor that opens and closes at the same time as contact 1 or 2 opens 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;
00 is a register of the microcomputer, which is composed of a parking register 201, a landing cage register 202, and a load data register 203, which will be described later. 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. 6, and has a bit number that is at least equal to the total number of cages N. have. Data A stored in this address AA(1) to AA(N)
(1) to A(N) are 0 if the car is empty, and 1 if there is a car. 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. Implantation cage register 202
, data D corresponding to the cage number of the cage that is always present near the entrance/exit position is written in address AD, regardless of whether the parking device is in operation or stopped.
The load data register 203 is for each cage C(1) to C.
Addresses AL(1) to AL that correspond one-to-one to (N)
(N), and the number of bytes is at least equal to the total number of cages N. This address AL(1)~AL
The data L(1) to L(N) stored in (N) have the contents described below.

In Fig. 6 showing the state of each cage of the multi-story parking system, the load on the multi-story parking system when the multi-story parking system is driven to rotate clockwise with cage C(1) currently in the lowest position. Assuming that is the load data L(1) of cage C(1), the load data L(1) is, for example, when the total number of cages N is an even number, the left cage, that is, cages (N/2+2) to C(N) From the number of cars parked in the cages on the right, that is, cages C(2) to C
Since it is expressed as the value obtained by subtracting the number of cars parked at (N/2), the data A stored at addresses AA(N/2+2) to AA(N) in the parking register 201 (N/2+2)~A(N) is counted from the value F(1) to the address AA(2) in the parking register 201~
The value is obtained by subtracting the value G(1) obtained by counting the data A(2) to A(N/2) stored in AA(N/2). This operation is performed by an arithmetic unit 100 connected to each register by a data bus 30 and an address bus 40. Load data L(1) corresponding to the value of 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 with cage C(2) in the lowest position is expressed as load data L(2) of cage C(2), and is stored at address AA in parking register 201. (N/2 + 3) ~ AA (N), the value F(
2) From address AA(3) in the parking register 201~
The difference in the number of parked cars obtained by subtracting the value G(2) obtained by counting the 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 the load data register 203.
is stored in address AL(2). Below, in the same way, the load data of the multilevel parking device L(3)~
L(N) is 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. That is, the load on the multi-level parking system changes from time to time depending on the rotational state of the cage, but when it is read from the landing cage register 202 that the landing cage has reached the vicinity of the entrance/exit position, the lowest position cage at that time is known. As a result, the load on the multi-level parking system can be detected from the load data on the lowest cage.

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 the load data is unified for one direction rotation, then That's enough.

Figure 7 shows the speed of the cage during deceleration according to the present invention.
The time curves are shown, and similarly to FIG. 3, A shows the case of light load, B shows the case of heavy load, and C shows the case of balanced load.

In the present invention, the load state of the multilevel parking system when the landing cage reaches the deceleration point P can be detected by reading the load data of the cage existing at the reference position at that time, as described above.
Suppose now that the cage exhibits the speed-time curve shown by the solid line in FIG. 7 in the case of a balanced load, and according to the present invention, the speed-time curve shown by the broken line in the case of a heavy load, and the speed-time curve shown in the dashed line in the case of a light load, according to the present invention. changes to the speed-time curve shown by the dashed line.

That is, when the 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, contacts 1 and 2 are immediately opened and contact 30 is opened as shown in FIG. The circuit is closed and a DC braking current _IDB flows through the induction motor IM, and the induction motor IM is feedback-controlled so as to follow the speed pattern signal 10a (which almost coincides with the solid line C in FIG. 7). In addition, in the case of a heavy load, the arithmetic unit 100 opens contacts 1 and 2 and closes the contact 30 after a delay time t ₁ according to the load at that time, but in this case, the natural deceleration due to the load is is larger than the deceleration caused by the speed pattern command, the above-mentioned speed feedback control only works while the speed pattern command is larger 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 area of the diagonal line S ₁
(a)+S ₁ ′(a) and S ₁ (b) are the same.
As long as t ₁ is adjusted by the arithmetic unit 100, the stop position will not deviate, and in this case, no driving torque is generated during deceleration, so energy-saving speed control that hardly wastes power can be achieved.

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.

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 speed at constant speed. Depending on the magnitude of the load, if the natural deceleration of the cage during deceleration is smaller than the deceleration of the speed pattern signal, feedback control is performed using DC braking, and if the natural deceleration of the cage is lower than the deceleration of the speed pattern signal, If the load is large, natural deceleration is automatically used and the timing of deceleration command generation is changed according to the load so that the deceleration distance is equal as a result, so it is possible to always land quickly and accurately.
Moreover, an energy-saving type speed control device can be obtained. Vertical circulation type multi-storey parking systems have a large load on the electric motor, which fluctuates greatly depending on the parking status of the car.
A very large braking torque is required in the case of maximum unbalanced load, but according to the present invention, natural deceleration is actively incorporated into the speed feedback control, so a control rectifying element etc. with as small a capacity as possible is used. can do.

[Brief explanation of drawings]

FIG. 1 is a diagram showing the configuration of a conventional speed control device.
FIG. 2 is a diagram showing a brake characteristic curve of an electro-hydraulic pusher, FIG. 3 is a diagram showing a speed-time curve of a cage using a conventional speed control device, and FIG. 4 is an example of a speed control device according to the present invention. FIG. 5 is a diagram showing an example of a method for detecting the load state of the multi-level parking system according to the present invention, FIG. 6 is a diagram showing the state of each cage of the multi-level parking system, and FIG. 7 is a diagram showing the present invention. FIG. 4 is a diagram showing a speed-time curve of the cage during deceleration by the inventive device. 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. The cage of a mechanical multilevel parking system having a plurality of cages is driven by an electric motor, and from a deceleration point, the applied voltage applied to the primary side of the electric motor is changed to brake the electric motor. and a speed control device for controlling the speed of the cage, the speed pattern generating device generating a speed pattern signal corresponding to an ideal rotational speed of the electric motor after deceleration, and a speed signal proportional to the rotational speed of the electric motor. a tachometer generator that generates a tachometer, a means for detecting a load condition of the motor that changes from moment to moment, and a voltage applied to the motor that is controlled through contacts in accordance with a deviation signal between the speed pattern signal and the speed signal. and a control device, when the landing cage passes the deceleration point, if the load on the motor according to the load detection means is a balanced load or a light load, the contact is immediately closed, and the load on the motor according to the load detection means is 1. A speed control device for a mechanical multilevel parking system, characterized in that the speed control device includes a control means for delaying closing of the contact for a predetermined period of time in accordance with the load when the load is heavy. 2. 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. 3. 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.