JPH0344608B2 - - Google Patents

Description

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

[Conventional technology]

In conventional vertical circulation multi-story parking systems, brakes using electro-hydraulic push-up machines have been used for many years to control the speed of the cages that store cars, and this electro-hydraulic push-up brake controls the deceleration of each cage until it reaches the entrance/exit position of the car. However, in recent years, based on an understanding of the inventory status of each cage, the load situation of the multi-story parking system that changes moment by moment during operation is detected, and the natural deceleration of the cage during deceleration is changed into a speed pattern according to the magnitude of this load. If the deceleration of the cage is smaller than the deceleration of the signal, feedback control is performed using DC braking, and if the natural deceleration of the cage is larger than the deceleration of the speed pattern signal, the deceleration timing is changed so that the car automatically decelerates naturally. An energy-saving type speed control device has been proposed which is configured as follows and actively incorporates natural deceleration into speed feedback control.

That is, Fig. 2 is an overall configuration diagram showing an example of this speed control device, and Fig. 3 is a diagram showing an example of a device for detecting the load state of a multi-level parking system. In the figure, IM is a wound three-phase induction motor. , 1 to 5 are normally open contacts of separate electromagnetic contactors, and contact 1 and contact 2 determine mutually opposite operating directions and do not close at the same time. Contacts 3 to 5 are induction motors due to closed circuits.
Secondary resistor 6 inserted in series with the secondary winding of IM
8 are sequentially short-circuited, and the induction motor IM is accelerated by well-known secondary resistance control. TH is a control device that controls the DC braking current IDB of the induction motor IM, which is composed of a control rectifier, etc., and TG is the induction motor
A speedometer generator attached to the IM shaft outputs a speed signal VTG proportional to the rotational speed of the induction motor IM. 10 is a speed pattern generator that generates an ideal speed pattern signal 10a for the cage of the multi-story parking system; 20 is a speed pattern generator that compares and amplifies the speed pattern signal 10a of the speed pattern generator 10 and the speed signal VTG of the speedometer generator TG; A firing angle control amplifier 30 controls the firing angle of the control rectifying element, etc. of the control device TH so that the speed signal VTG follows the speed pattern signal 10a. 2 is a normally open contact of an electromagnetic contactor that opens and closes at the same time. 100 is an arithmetic unit of a microcomputer, 200 is a register of the microcomputer, and includes an vacancy register 201 and a landing cage register 2, which will be described later.
02 and a load data register 203. The parking register 201 has addresses AA1 to AA(N) corresponding one-to-one to each of the cars C1 to C(N) shown in FIG. 4, and has a number of bits at least equal to the total number of cars N. this address
Data A1 to A stored in AA1 to AA(N)
(N) is 0 if the cage is empty and 1 if it is in stock.
It is. In the landing cage register 202, data corresponding to a cage number that is always present near the entrance/exit position is written as data D at address AD, regardless of whether the parking device is in operation or stopped. The load data register 203 is for each cage C1 to C(N).
It has addresses AL1 to AL(N) that correspond one-to-one to , and has a number of bytes that is at least equal to the total number of cages N. The data L1 to L(N) stored in the addresses AL1 to AL(N) have the contents described below.

In FIG. 4 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 the cage C1 currently in the lowest position is expressed as the cage C1. For example, if the total number of cages N is an even number, the load data L1 is calculated from the number of cars parked in the left cage, that is, cages (N/2+2) to C(N), to the right cage. , that is, cages C2 to C
Since it is expressed by subtracting the number of cars parked at (N/2), the data A( N/2+2)~A(N) counted value F1 to address AA2~ in the parking register 201
The value is obtained by subtracting the value G1 obtained by counting the data A2 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 31 and an address bus 32. This load data L1 is stored in the address AL1 of the load data register 203. At the same time, the load of the multi-story parking system when the car C2 is in the lowest position is expressed as the load data L2 of the car C2, and is stored at addresses AA(N/2+3) to AA(N) in the parking register 201. ), data A3 stored at addresses AA3 to AA(N/2+1) in the parking register 201 from the value F2 that is calculated by counting data A(N/2+3) to A(N), A1 written in AA1. It is determined as the value obtained by subtracting the value G2 obtained by counting ~A(N/2+1). This load data L2 is the address of the load data register 203.
Stored in AL2. Thereafter, the load data of the multilevel parking device at any given time is similarly stored at addresses AL1 to AL(N) of the load data register 203. The load on the multi-level 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 202 that the landing cage has reached the vicinity of the entrance/exit position, the load on the multi-story parking system changes by knowing the lowest position of the cage at that time. The load on the multilevel parking system can be detected from the load data on the lowest cage.

FIG. 5 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 for outputting a corresponding binary coded signal, 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. 6 is a circuit diagram of the speed pattern generator 10 in FIG. 2, in which OP1 to OP3 are operational amplifiers, R1 to R7 are resistors, C1 and C2 are capacitors, D1 and D2 are diodes, and 47a and 47c are Together with the aforementioned contact 30, the normally open contact of the relay is closed when the deceleration start command signal 47 is output, A is an input terminal to which a speed signal VTG 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 VTG, and when the deceleration start command signal 47 is output and the contacts 47a and 47c close, the induction motor IM at that time is determined from the speed signal VTG just before closing, that is, the voltage charged in the capacitor _C2 . The speed pattern signal 10a ₁ , 10 as shown in FIG. 7 has a predetermined slope depending on the load.
a ₂ , 10a ₃ are created. That is capacitor C ₁
A speed pattern signal 10a corresponding to the voltage charged to the capacitor _C2 is created by an integrating circuit consisting of a resistor _R5 and an operational amplifier OP2.
When the deceleration start command signal 47 is output, the contact 1 or 2 opens and the contact 30 closes to form a DC braking circuit, and the speed pattern signal 10a is generated.
Feedback control is performed by matching the speed signal VTG 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 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 device
Although the TH control rectifier does not fire and feedback control is not performed, the timing at which the deceleration start command signal 47 is output is delayed in accordance with the load, making it possible to perform energy-saving landing control that makes good use of natural deceleration. .

If we assume that the cage shows the speed-time curve shown by the solid line in Figure 8 under balanced load, the speed-time curve shown by the broken line in the case of heavy load, and the dashed-dotted line in the case of light load. The velocity-time curve shown changes.

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. In the figure, contacts 1 and 2 are immediately 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 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. 5 works to open contacts 1 and 2 and close contact 30 after a delay time _t1 corresponding to the load at that time. Since the natural deceleration caused by the load is greater than the deceleration caused by the speed pattern command (10a ₃ shown in Figure 8), the speed feedback control described above only works while the speed pattern signal is greater than the speed signal. The car is 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 can be expected.

[Problem to be solved by the invention]

However, in this type of control device, the load on the multilevel parking system is detected by the number of vehicles depending on the presence or absence of cars, so the accumulation of detection errors due to the difference in weight per vehicle causes the deceleration delay time during natural deceleration to increase. If the setting is inappropriate, level errors may not be much of a problem in the case of the lower entry type, but in the case of the intermediate entry type, it will cause direct level errors, such as stopping too far short of the level or It is possible to go too far and exceed the permissible range. In addition, in the case of the top entry type, there may be a dangerous gap between the moving step for the driver to get in and out of the cage and the cage, and it is therefore necessary to repeatedly adjust the level. A situation arises that significantly impairs operating efficiency.

The present invention has been made in view of the above points, and it is an object of the present invention to provide a speed control device combined with natural deceleration that can be sufficiently applied even to intermediate entry type or upper entry type circulation type multi-level parking systems.

[Means to solve the problem]

The present invention provides an electric motor for driving a car of a mechanical multilevel parking system including a plurality of cars, a speed pattern signal generating device for generating a speed pattern signal of the electric motor, and a speed signal proportional to the rotational speed of the electric motor. a speed detecting means for generating a load state of the electric motor, a load detecting means for detecting a load condition of the electric motor that changes from time to time, and a control that controls power supplied to the electric motor through contacts according to a deviation signal between a speed pattern signal and a speed signal. The contact is immediately closed when the load on the motor according to the load detection means is a balanced load or a light load when the landing cage passes the deceleration point, and when the load on the motor according to the load detection means is a heavy load. for,
In a speed control device including a control means that delays closing of a contact for a predetermined period of time depending on the load, a brake device that restrains the electric motor when the applied voltage is released;
and a position detection means for detecting that the landing cage has reached the vicinity of the entrance/exit position, and the control means releases the voltage applied to the brake device when the position detecting means detects the landing cage when the load on the motor is heavy. It is configured as follows.

[Effect]

With the configuration as described above, the stopping level of the landing cage will be approximately uniform regardless of whether the load is heavy or light.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention applied to an upper entry type parking device will be described below with reference to the drawings.

FIG. 1 is a device configuration diagram showing an embodiment of the present invention;
FIG. 9 is a circuit diagram showing an example of the brake operation circuit of the induction motor IM shown in FIG. BR is the electromagnetic brake of the induction motor IM, E+ and E- are the power busbars, 60 is an electromagnetic contactor that is energized when voltage is applied, and 60a is its normally open contact. , R is a resistance, C is a capacitor, and this resistance R
The capacitor C provides the electromagnetic contactor 60 with a slight recovery delay function. 1a, 2a, 30a
are the auxiliary contacts of the electromagnetic contactor of contacts 1, 2, and 30, respectively; LS is the mechanical contact that opens when the target landing cage reaches the entrance/exit position; 44
A is a contact that closes only under light load. With such a configuration, first, when starting the cage, the secondary resistors 6 to 8 are connected to the contacts 3 to 5 of the magnetic contactor in advance.
When the contacts 1, 1a or 2, 2a of the electromagnetic contactor are closed, voltage is applied to the electromagnetic brake BR through the contact 60a of the electromagnetic contactor 60. to release the brake and the induction motor
Supply power to IM and start induction motor IM.

Next, when the cage reaches the deceleration point P, as in the conventional case, if the load at that time is a light load or a balanced load, the deceleration start command device 46 shown in FIG. and 2 are opened and the contact 30 is closed to flow the DC braking current IDB to the induction motor IM, and the speed pattern signal 10a is
The induction motor IM is feedback-controlled to follow the
When the speed of the cage reaches zero, the zero speed detection device 50 is activated, the contact 50b is opened, the electromagnetic contactor 60 is deenergized, and the contact 60a is opened, which activates the electromagnetic brake BR and moves the cage to the entrance/exit position. Hold it in a stopped state.

On the other hand, in the case of a heavy load, in order to prevent the vehicle from stopping too far short of the level, the deceleration start command device 46 shown in FIG. Contact 1 after a set time longer than the corresponding conventional delay time
and 2 are opened and the contact 30 is closed. However, in this case, the natural deceleration due to the load is greater than the deceleration due to the speed pattern command, so the speed feedback control does not work and the landing cage reaches its intended purpose due to the natural deceleration. The speed is reduced to a point where the position is more aggressive than before.

However, in the case of deceleration of a heavy load, the contact 44a shown in FIG.
Since the electromagnetic contactor 60 is deenergized by the opening of LS,
At a predetermined point in front of this, the electromagnetic brake BR is activated by opening the contact 60a to forcefully stop the cage at all times. This forced stop is carried out in a sufficiently low speed range, and since the top entry type, which is supported at the bottom of the cage, has a structure that is less prone to vibration, there is almost no stopping shock and the cage stops with only a slight slip. Therefore, the gap between the moving step and the moving step can be kept much smaller than the conventional method without forced stop, which is safer.

Next, as an example of applying the present invention to an intermediate entry type parking device, as in the above-mentioned upper entry type parking device, a forced stop is always performed before the level, increasing mechanical wear such as brake shoes. There is no safety problem even if you do not increase the level accuracy until the end, so the position of the mechanical contact LS mentioned above is advanced in the direction of travel compared to the top entry type, and the timing of opening the circuit is adjusted slightly at the entrance/exit position of the cage. It is also possible to reduce the frequency of forced stops by changing it to a point where it has gone too far, and otherwise perform the same operation control as for upper entry.

As with the bottom entry type, intermediate entry type cages have a structure in which the cage is suspended at the top, so they are more likely to vibrate than upper entry type cages, and from this point of view, it is better to reduce the frequency of forced stops as much as possible. Good.

Further, in the case of middle entry, the allowable range of level error is wider than in the case of upper entry, so there is no particular problem in doing so.

In the above explanation, the operating position of the mechanical contact LS was set to be different between upper entry and intermediate entry.
The present invention is not limited to this, and the effect of the present invention of increasing the level accuracy can be obtained if the level is close to the level, although there are differences in degree.

In speed control that uses both speed feedback control and natural deceleration, the present invention aims to eliminate level errors during natural deceleration, which are caused mainly by the accumulation of weight differences between cars housed in cages, as shown in Figure 10a. , 10th
As shown in Figure b, in order to avoid the situation where the cage stops before the level, the deceleration delay time is set slightly too quickly, and the cage is forced to stop at a predetermined point near the level when it reaches the level or goes too far. This is a speed control device that can reduce the level error as shown in FIG. 10c by multiplying the

〔Effect of the invention〕

As described above, according to the present invention, even if the load detection means is based on the difference in the number of automobiles, the landing level error due to the load can be kept as small as possible. There is no need to measure the actual weight of a car and use it to control speed.

[Brief explanation of drawings]

FIG. 1 is a device configuration diagram showing an embodiment of the present invention;
Fig. 2 is a device configuration diagram showing an example of a conventional speed control device, Fig. 3 is a diagram showing an example of a device for detecting the load state of a multi-story parking system, and Fig. 4 is a diagram showing the state of each cage of the multi-story parking system. 5 is a configuration diagram of a device that determines the timing of the start of a deceleration command, FIG. 6 is an example circuit diagram of a speed pattern generator, FIG. 7 is an output waveform diagram of this speed pattern generator, and FIG. Figure 9 shows the speed-time curve of the cage during deceleration.
The figure is a circuit diagram showing one embodiment of a brake operation circuit for an induction motor, and FIG. 10 is an explanatory diagram illustrating the effects of the present invention. IM...induction motor, C1-C(N)...cage, 10...speed pattern generator, 20...firing angle control amplifier, 50...zero speed detection device,
TH...Control device, TG...Speedometer generator, BR...
...Electromagnetic brake.

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 speed detector 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 contact that controls the power supplied to the motor according to a deviation signal between the speed pattern signal and the speed signal. If the load on the motor by the load detection means is a balanced load or a light load when the landing cage passes the deceleration point, the contact is immediately closed, and the load detection means controls the motor by the load detection means. When the load of the 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 depending on the load, and a brake device that restrains the electric motor when the applied voltage is removed; position detection means for detecting that the floor cage has reached the vicinity of the entrance/exit position, and the control means controls the application of the brake device when the position detection means detects the landing cage when the load on the electric motor is heavy. A speed control device for a mechanical multilevel parking system, characterized in that it is configured to release voltage. 2. The speed control device for a mechanical multi-level parking system according to claim 1, wherein the mechanical multi-level parking system is an intermediate entry type circulating multi-level parking system. 3. The speed control device for a mechanical multi-level parking system according to claim 1, wherein the mechanical multi-level parking system is an upper entry type circulation type multi-level parking system. 4. The speed control device for a mechanical multilevel parking system according to claim 1, wherein the control means is a means for opening a relay contact inserted into a voltage line applied to a brake device. 5. The speed control device for a mechanical multilevel parking system according to claim 1, wherein the vicinity of the entrance/exit position is a position before the entrance/exit level with respect to the direction of movement of the landing cage. 6. The speed control device for a mechanical multi-level parking system according to claim 1, wherein the vicinity of the entrance/exit position is a position beyond the entrance/exit level with respect to the advancing direction of the landing cage. 7. The speed control device for a mechanical multilevel parking system according to claim 1, wherein the electric motor is an induction motor, and the supplied power is a DC voltage. 8. The motor load detection means includes a calculation means;
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 moment to moment, 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.