JPH028049Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an improvement of 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 brake characteristic curves of the electric motor and the electro-hydraulic push-up machine. In the figure, 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. They determine the direction, and both are never closed at the same time; 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 electro-hydraulic push-up machine TB, and completely releases the electro-hydraulic push-up brake. Contact 7 is closed when the landing cage reaches the deceleration point, and remains closed during deceleration. Contacts 3 to 5 sequentially short-circuit secondary resistors R ₁ to _{R 3} inserted in series to the secondary winding of the induction motor IM by closing, and the induction motor IM is accelerated by well-known secondary resistance control. When the landing cage reaches the deceleration point, it opens to minimize the drive torque of the induction motor IM.

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, set the secondary resistor in advance.
R ₁ to _{R 3} are inserted into the secondary side of the induction motor IM when contacts 3 to 5 of the electromagnetic contactor are opened, and when contacts 1, 2, and 6 of the electromagnetic contactor are closed, electrohydraulic push-up is performed. A power supply voltage is applied to the motor TB, and at the same time the brake is released, a power supply voltage is also applied to the induction motor IM, and the induction motor IM starts up. Next, by the well-known secondary resistance control by closing contacts 3 to 5 of the electromagnetic contactor, the induction motor IM rotates so that the drive torque |T _n | of the induction motor IM and the load torque |T _L | of the multilevel parking system match. The car is accelerated until the rotational speed is reached, and then controlled to maintain that rotational speed, and the car runs at a predetermined 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 pressing force T _t 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 T _S of the brake spring of the electro-hydraulic pusher TB is constant regardless of the speed of the induction motor IM, the braking torque |T _o | exerted on the induction motor IM by the electro-hydraulic pusher TB is the braking force of the brake spring | The value is calculated by subtracting the pushing force of the electric hydraulic pusher TB |T _t | from T _S | (However, no matter how large the pushing force T _t is, the electric hydraulic pusher TB does not generate any driving force, so , the braking torque T _o becomes T _o ≦0) and changes as shown in FIG. 2 as the induction motor IM decelerates.

｜T _o ｜=｜T _S ｜−｜T _t ｜ … On the other hand, since the induction motor IM generates a driving torque T _n determined by the secondary resistors R ₁ to _{R 3} , the resultant torque during deceleration | T _W | is a value expressed by a formula obtained by subtracting the braking torque |T _o | of the electrohydraulic pusher TB from the driving torque |T _n |, resulting in the characteristics shown in FIG.

｜T _W ｜=｜T _n ｜−｜T _o ｜ …Therefore, the cage operates as shown in Fig. 3 until the speed at which the resultant torque T _W of the induction motor IM and the load torque T _L of the multi-story parking system matches. Smooth deceleration control.

Next, when the cage reaches a stop point Q detected by a position switch (not shown), contact 7 and contact 1 of the electromagnetic contactor are opened to completely supply voltage to the electric hydraulic pusher TB and induction motor IM. The pushing force T _t of the electric hydraulic push-up machine TB and the drive torque T _n of the induction motor IM are made zero, and the induction motor IM, that is, the cage, is stopped by only the braking force T _S of the brake spring.

[Problem that the invention attempts to solve]

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 movement 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 brake control itself has the disadvantage of wasting electric power.

The present invention has been developed in view of the above points, and an object of the present invention is to provide an energy-saving type 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 for solving problems]

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 _DE 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 compared and amplified, and based on this deviation signal, the speed signal V _TG becomes the speed pattern signal 1.
A firing angle control amplifier device for controlling the firing angle of a control rectifying element, etc. of a control device TH so as to follow 0a;
Reference numeral 1 denotes a normally open contact of an electromagnetic contactor that opens and closes 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 example of a device for detecting the load condition of a multilevel parking system according to the present invention, and 1 in the figure
00 is a vehicle weight detection device provided on the floor of the entrance/exit of the parking device, which detects the weight of the vehicle and outputs an output signal 110 corresponding to the weight. 200 is an arithmetic unit of the microcomputer, 300 is a register group of the microcomputer, and a vacant register 30
1, a landing cage register 302, a load weight register 303, and a load data register 304. The parking register 301 has an address that corresponds one-to-one to each cage C1 to CN shown in FIG.
AA1 to AAN, at least total number of cages N
It has a number of bits greater than or equal to the number of bits. This address AA
Data A1-AN stored in A1-AAN is 0 if the cage is empty, and 1 if the cage is in stock. In the landing cage register 302, data D corresponding to the cage number of the cage always present near the entrance/exit position is written at address AD. The load weight register 303 has a number of bytes equal to or greater than the total number of cages N, and has addresses AL1 to ALN corresponding one-to-one to the cage numbers C1 to CN. Data L1 to LN of the load weight register 303 indicates that when a car is parked while the parking device is not operating, the output signal of the car weight detection device 100 is transmitted to the signal line group 1.
10 to the arithmetic device 200, and from the arithmetic device 200 via the address bus 91, the address AL1 corresponding to the car stopped near the entrance/exit position.
~ If one of the ALNs is entered, and if the car is taken out, the address corresponding to the stopped cage.
This is the load weight information for which data from AL1 to ALN will be deleted. It shows the loading status of cages C1 to CN. If the cage is empty, it will be 0, and if it is in stock, it will be 2 of the weight of the car.
It is an evolutionary code. The load data register 304 has an address AS corresponding to each cage C1 to CN on a one-to-one basis.
1 to ASN, and at least the number of bytes equal to or greater than the total number of cages N. This address AS1~
The data S1 to SN stored in the ASN have the following contents.

In FIG. 6, which shows the state of each cage of the multi-level parking system, the load on the multi-level parking system when the multi-level parking system is driven to rotate clockwise with the cage C1 currently in the lowest position is expressed as the cage C1. For example, when the total number of cages N is an even number, the load data S1 is calculated from the sum of the weights of cars parked in the left cage, that is, cage (N/2+2) to CN, to the right cage, that is, Cage C2~
Since it is expressed as a value obtained by subtracting the sum of the weights of cars parked at C (N/2), the load weight register 303
Address AL2 in load weight register 303 from value F1 calculated from data L(N/2+2) to LN stored in addresses AL(N/2+2) to ALN in
It is the value obtained by subtracting the calculated value G1 from the data L2 to L (N/2) stored in ~AL (N/2). This operation is performed by an arithmetic unit 200 connected to each register by a data bus 90 and an address bus 91. Load data S1 corresponding to the value of the difference in weight between the left and right parked cars obtained by the calculation is stored as load data in address AS1 of the load data register 304. Similarly, cage C2
The load of the multi-story parking device in the state where is in the lowest position is expressed as the load data S2 of the cage C2, and the address AL in the load weight register 303 is expressed as the load data S2 of the cage C2.
(N/2+3)~Data L(N/2+3)~LN,L1 stored in ALN, AL1 is counted from value F2 to address AL3~ in load weight register 303
It is obtained as the difference in weight of the parked car by subtracting the value G2 obtained by counting the data L3 to L (N/2+1) stored in AL(N/2+1), that is, the load data.
This load data S2 is then stored in the address AS2 of the load data register 304. below,
Similarly, the exact load of the multi-story parking system at any given time is determined from addresses AS3 to AS3 of the load data register 304.
The load data is stored in ASN as load data S3 to SN.

The present invention utilizes accurate load data stored in the load data register 304 to control the speed of the multi-level parking system.

The load on the multi-story parking system changes from moment to moment depending on the rotational state of the cage, but when it is read from the landing cage register 302 that the landing cage has reached the vicinity of the entrance/exit position, the lowest cage at that time is known and the lowest cage is reached. The load on the multilevel parking system can be accurately detected from the load data on the lower 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 the multi-story parking system When the car rotates counterclockwise, 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 It is enough.

FIG. 7 is a block diagram showing the configuration of a timing determining device that determines the timing at which contacts 1 and 2 of the electromagnetic contactor are opened and contact 11 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 that outputs an evolution code signal, 44 is a delay time according to the load data signal 45 of the landing cage described above (however, from balanced load to light load, the delay time is zero, and only when heavy load is the time according to the load) a time setting device for outputting a binary code signal corresponding to 46;
The output signal of the counter 42 is the time setting device 44.
This is a deceleration start command device that outputs an actual deceleration start command signal 47 when the output signal matches the output signal of the deceleration start command signal 47.

FIG. 8 is an implementation circuit diagram of the speed pattern generator 10 in FIG. 4, in which OP ₁ to _{OP 3} are operational amplifiers, R ₁ to R ₇ are resistors, C ₁ and C ₂ are capacitors,
D ₁ and D ₂ are diodes, 47a and 47c are normally open contacts of a relay that closes when the deceleration start command signal 47 is output together with the contact 11 mentioned above, and A is a speed signal.
B is an input terminal to which V _TG is input, and B is an output terminal to which a 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 10a follows the speed signal V _TG , and the deceleration start command signal 47 is output and the contacts 47a and 47c are closed, the speed signal V _TG immediately before closing, that is, the voltage charged in the capacitor C ₂ is changed to a predetermined slope according to the load of the induction motor IM at that time. Speed pattern signals 10a ₁ , 10a ₂ , 10a ₃ as shown in FIG. 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 _C1 , the resistor _R5 , and the operational amplifier _OP2 . When the deceleration start command signal 47 is output, the contact 1 or 2 is opened and the contact 11 is closed to form a DC braking circuit, and feedback control is performed by matching the speed pattern signal 10a and the speed 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 when the load is heavy, the natural deceleration is larger than the deceleration of the speed pattern signal _10a3 . ,
Speed signal V _TG is always the speed pattern signal 10a ₃
, the control rectifying element of the control device TH will not fire and feedback control will not be performed, but since the timing at which the deceleration start command signal 47 is output is delayed according to the load, it is an energy-saving type that makes good use of natural deceleration. Implantation control becomes possible.

Assuming that in the case of a balanced load, the car exhibits the speed-time curve shown by the solid 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 car reaches the 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, contacts 1 and 2 are opened and contact 11 is closed to flow DC braking current _IDB to the induction motor IM, and the induction motor IM is feedback-controlled to follow the speed pattern signal 10a. or,
In the case of a heavy load, the deceleration start command device ₄₆ shown in FIG.
1 is closed, but in this case, the natural deceleration due to the load is better than the speed pattern command (1 shown in Figure 10).
0a ₃ ), the above-mentioned speed return control operates only while the speed pattern command 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, as long as the delay time t ₁ is adjusted so that the shaded areas S ₁ a + S ₁ ′a and S ₁ b are the same, the stopping position will not shift, and in this case, driving torque will be generated during deceleration. This allows for energy-saving speed control that wastes almost no power.

[Effect of idea]

As described above, according to the present invention, based on the inventory status of each cage, the actual weight of the car is measured to accurately detect the load status of the multilevel parking system, and the When 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 when the natural deceleration of the cage is larger than the deceleration of the speed pattern signal, automatic feedback control is performed. The generation timing of the deceleration command is changed accurately according to the load so that the deceleration distance is equal as a result of the natural deceleration, which allows for quick and accurate landing at all times, and an energy-saving speed. A control device can be obtained.
In vertical circulation multi-level parking systems, the load on the electric motor fluctuates greatly depending on the parking status of the car, so in the case of maximum unbalanced load, a very large braking torque (conventionally, with this type, the driving 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 the drawing]

FIG. 1 is a diagram showing the configuration of a conventional speed control device.
Fig. 2 is a diagram showing the brake characteristic curves of the electric motor and the electric hydraulic pusher, Fig. 3 is a diagram showing the speed-time curve of the cage using a conventional speed control device, and Fig. 4 is a diagram showing 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 generator of the present invention, and FIG. 9 is an output waveform diagram of this speed pattern generator 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, C1~CN...Cage, 1
0...speed pattern generator, 20...firing angle control amplifier, TH...control device, TG...tachometer generator, 100...vehicle weight detection device.

Claims (1)

[Claims for Utility Model Registration] (1) The cages of a mechanical multilevel parking system equipped with a plurality of cages are driven by an electric motor, and from a deceleration point, the applied voltage applied to the primary side of the electric motor is varied. In the speed control device that brakes the electric motor and controls the speed of the car, a detection device that detects the weight of a car and issues an output signal corresponding to the weight is provided at an entrance of the mechanical multilevel parking device, and A speed pattern generator that generates a speed pattern signal corresponding to the ideal rotational speed of the electric motor thereafter; a tachometer generator that generates a speed signal proportional to the rotational speed of the electric motor; and an output signal of the detection device. load detection means for detecting a load state of the electric motor that changes from time to time based on the speed pattern signal; and a control device that controls the voltage applied to the electric motor through contacts according to a deviation signal between the speed pattern signal and the speed signal. , when the landing cage passes a 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 when the load on the motor according to the load detection means is a heavy load; A speed control device for a mechanical multi-level parking device, characterized in that the speed control device includes a control means for delaying closing of the contact for a predetermined period of time depending on the load. (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 load weight register stores the weight of cars stored in each cage, and the difference in weight of parked cars on the left half and right half at the reference position of each cage, which changes from moment to moment, is stored as load data for each cage. Claim 1 of the Utility Model Registration Claim, which is a means for detecting a load from the load data of the cage existing at the reference position when the landing cage passes through the deceleration point. Speed control device for mechanical multilevel parking system. (4) The control means for delaying by a predetermined time includes a time setting device that commands a delay time according to the load data, a pulse generator that generates timing pulses, and a counter that counts the timing pulses after passing the deceleration point. A utility model registration claim 3, characterized in that the control means is provided with a deceleration start command device which issues a deceleration start command when the counter counts the delay time commanded by the time setting device. Speed control device for mechanical multilevel parking system.