JPH0346115Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a cage landing control device in a mechanical multilevel parking system.

[Prior art]

In conventional mechanical multi-level parking systems, especially vertical circulation multi-level parking systems, brakes using electro-hydraulic push-up machines have been used for many years to control the speed of the cages that house cars. In the past, deceleration was controlled up to the entrance/exit position, but in recent years, based on the inventory status of each car, the load status of the multi-story parking system, which changes moment by moment during operation, is detected, and the car deceleration is controlled depending on the magnitude of this load. If the natural deceleration of the car is lower than the deceleration of the speed pattern signal, feedback control is performed using DC braking, and if the natural deceleration of the cage is higher than the deceleration of the speed pattern signal, the car is decelerated. An energy-saving speed control device has been proposed that is configured to automatically achieve natural deceleration by changing the start timing, 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 contacts 1 and 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 rotation speed of the induction motor IM. Reference numeral 10 denotes a speed pattern generator that generates an ideal speed pattern signal 10a for the car of the multi-level parking system, and 20 compares and amplifies the speed pattern signal 10a of the speed pattern generator 10 with the speed signal VTG of the speedometer generator TG. The control device TH is configured so that the speed signal VTG follows the speed pattern signal 10a.
30 is a normally open contact of an electromagnetic contactor that opens and closes at the same time as contact 1 or 2 at the optimum timing when a deceleration command is issued. . 100
Reference numeral 200 indicates an arithmetic unit of the microcomputer, and 200 indicates a register of the microcomputer, which is composed of a vacant register 201, a landing cage register 202, and an unbalanced data register 203, which will be described later.
The parking register 201 is for each cage C1 shown in FIG.
~Address AA(1) ~AA that corresponds one-to-one to CN
(N), and the data A(1) to A(N) stored in the addresses AA(1) to AA(N) are 0 if the cage is empty and 1 if the cage is in stock. 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. Unbalanced data register 203
has addresses AL(1) to AL(N) that correspond one-to-one to each cage C1 to CN, and these addresses AL(1) to
Data L(1) to L(N) stored in 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 cars N is an even number, the unbalanced data L(1) is the car parked in the left car, that is, the car (N/2+2) to C(N). Based on the number of cars there, select the cages on the right, that is, cages C(2) to C.
Since it is expressed as the unbalanced number of parked cars by subtracting the number of cars parked at (N/2), the parking register 201
The address in the vacant register 201 is calculated from the value F(1), which is obtained by counting the data A(N/2+2) to A(N) stored in addresses AA(N/2+2) to AA(N).
This is the value obtained by subtracting the value G(1) which is a coefficient of the data A(2) to A(N/2) stored in AA(2) to AA(N/2).

This calculation is performed by the calculation device 100 connected to each register by a data bus 31 and an address bus 32. This unbalanced data L(1) is stored in address AL(1) of the unbalanced data register 203.
Similarly, the load on the multi-story parking system when the car C2 is at the lowest position is expressed as unbalanced data L(2) of the car C(2), and the load at the address AA(N/N/ 2+3)~AA(N), data stored in AA(1) A(N/2+3)~A(N), A(1)
) is calculated by counting the data A(3) to A(N/2+1) stored at addresses AA(3) to AA(N/2+1) in the parking register 201 from the value F(2), which is a coefficient of It is calculated as the number of unbalanced parking spaces by subtracting (2). This unbalanced data L(2) is stored in the unbalanced data register 20.
3 is stored in address AL(2). In the same way, the load data of the multilevel parking device at each time is stored at addresses AL(1) to AL of the unbalanced data register 203.
(N). The load on this 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, it is possible to know, for example, which cage is in the lowest position at that time. As a result, the load on the multilevel parking system can be detected from the unbalance data of the lowest car (it may not necessarily be the lowest position, but may be the highest position, or any reference position).

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 is a delay time corresponding to the unbalanced data signal 45 of the landing cage mentioned above (however, the delay time is zero from a uniform load to a lower load, and only when a higher load is applied, the delay time corresponds to the load). 46 is a deceleration start command device that outputs an actual deceleration start command signal 47 when the output signal of the counter 42 matches the output signal of the time setting device 44. It is.

FIG. 6 is a circuit diagram of the speed pattern generator 10 in FIG. 2, in which OP1 to OP3 are operational amplifiers, P1 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 are closed, the voltage and resistance R charged to the capacitor _C2 , which is approximately equal to this VTG, from the speed signal VTG immediately before closing. Speed pattern signals 10a ₁ , 10a ₂ , 1 according to the load as _shown in _FIG .
A signal of either type 0a ₃ is created. When the deceleration start command signal 47 is output, the contact 1 or 2 is opened and the contact 30 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, speed feedback control that follows the speed pattern signal 10a is actually performed from a uniform load to a lower load, but when the load is increased, the deceleration of natural deceleration is larger than the deceleration of the speed pattern signal _10a3 . Therefore, 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. .

Now, suppose that the cage shows the speed-time curve shown by the solid line in Figure 8 in the case of a uniform load, the speed-time curve shown by the broken line in the case of a rising load, and the dashed-dot line in the case of a downward load. It changes to the speed-time curve shown by .

That is, when the car reaches a deceleration point P detected by a limit switch or the like, if the load at that time is, for example, a lowered load or a uniform load, the deceleration start command device 46 shown in FIG. Immediately, contacts 1 and 2 are 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 an uplift 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 corresponding to the load at that time. Since the natural deceleration caused by the load is larger than the deceleration caused by the speed pattern command (10a ₃ shown in Figure 8), the speed feedback control described above does not work, and the cage is moved due to the natural deceleration shown by the broken line in Figure 8. Slowed down. In this case, if the delay time can be 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, the driving torque during deceleration will be Since this does not occur, energy-saving speed control that wastes almost no power can be expected.

[Problem that the invention attempts to solve]

However, in this type of control device, the load on the multi-level parking system is simply perceived as the difference between the number of cars parked on the left and right sides, so in reality, there is a detection error due to the difference in weight per car. "Difference between the running resistance of an empty cage and the running resistance of a parking cage (a cage in which a car is stored)" and "Difference in the moment of inertia (CD ² ) of the entire parking device"
Even if the difference in the number of parked cars is the same, the load on the parking device may differ significantly due to
Variations in the parts of the parking device, misalignment during installation,
Due to differences in the amount of refueling, changes over time, etc., the setting of the deceleration delay time during natural deceleration may be inappropriate in some cases, and this will directly cause a level error, especially in the case of the intermediate entry type, which means that the motor will stop before the level. In the case of a top entry type, there is a danger that there is too much space between the moving step for the driver to get in and out of the cage and the cage. Therefore, it becomes necessary to repeat level adjustment frequently, resulting in a situation where operational efficiency is significantly impaired.

[Means and examples for solving problems]

However, even if we consider the load on a multilevel parking system as the difference in the number of cars parked on the left and right sides, the number of cars entering the parking system, that is, the cars using the parking system, is Once started, it is almost fixed, so if a learning function is provided to set the deceleration delay time during natural deceleration, it is thought that the problem of the stop position deviation at the entrance/exit position can be almost eliminated.

The present invention has been made in view of the above points, and an object of the present invention is to provide a speed control device combined with natural deceleration and having a learning function.

An embodiment of the present invention will be described below with reference to the drawings.

Fig. 1 is a diagram showing an example of a device for changing the deceleration delay time to an optimum value according to the present invention, and the same reference numerals as in Fig. 3 indicate the same parts. This is a landing position detection device that detects a deviation from the regular landing position when the landing position is stopped at the landing position.
Connected to 00. 204 is a natural deceleration delay time register provided in the register 300 of the microcomputer, and addresses AN(1) to AN corresponding to the difference in the number of parked cars on the left and right side of the parking device
(N/2-1) stores predetermined deceleration delay times during natural deceleration as natural deceleration delay time data M(1) to M(N/2-1). 205 is a landing position shift count register provided in the register 300 of the microcomputer, and the address AP(1) corresponds to the difference in the number of parked cars on the left and right sides of the parking device.
~AP (N/2-1) has landing position shift count registers P(1) to P(N/2-1) that indicate the landing stop position of the landing cage under a lifted load in each state within a predetermined range. The number of deviations in which direction and the number of times the deviation exceeds this is memorized. In such a configuration, for example, if the difference between the number of parked cars on the left side and the right side of the parking device is 2 cars, overshooting by more than a predetermined range occurs five times (if undershooting occurs, the amount will be deducted and stored. ), the landing position shift count data P(2) at address AP(2) of the register 300 will be P(2)=+5 (+ means excessive), but in such a case, the natural Since the deceleration delay time is considered to be too long, the address of the register 300 is sent via the arithmetic unit 100.
Natural deceleration delay time data M(2) stored in AN(2)
is reduced by the standard unit of delay time, for example, 10 ms, and then stored again.

Therefore, even if the initial setting of the natural deceleration delay time is inappropriate for the actual operation of the multilevel parking system, the control device itself has a learning function, so it can gradually approach the optimal natural deceleration delay time. I'm going to go to the middle of the day.

FIG. 9 shows that when a deceleration command is issued and the arithmetic unit 100 outputs the delay time signal 100a obtained from the natural deceleration delay time register 204, the second
This is a timing determining device of the present invention which opens contacts 1 and 2 of the electromagnetic contactor shown in the figure and closes contact 30 at the same time, and performs the same operation as the timing determining device shown in FIG.

That is, in the present invention, when the car reaches the deceleration point P, if the load at that time is a downward load or a uniform load, the deceleration start command device 46 shown in FIG. Immediately, contact 1
and 2 are opened and the contact 30 is closed to flow the DC control current _IDB to the induction motor IM so that the induction motor IM follows the speed pattern signal 10a.
is feedback-controlled, while when the load is a rising load, the learning function shown in Fig. 1 is used to perform the learning function.
The optimum delay time signal 100a corresponding to the natural deceleration time based on the difference in the number of parked cars at that time opens contacts 1 and 2 and closes the contact 30. In this case, the natural deceleration due to the load is Since the deceleration is larger than the deceleration caused by the speed pattern command, the speed feedback control is not activated and the cage is decelerated to a stop with respect to the landing reference position more accurately than before due to natural deceleration.

In the above explanation, the number of times the landing stop position deviates by more than the predetermined range that changes the natural deceleration delay time is 5.
Although the case of the number of times has been described as an example, this may be set to any number of times depending on the relationship with the predetermined range, and in short, it may be determined as appropriate in the design.

[Effects of the invention] As described above, the present invention, in speed control that uses both speed feedback control and natural deceleration, calculates the load on the parking device simply by considering the difference between the number of parked cars on the left and right sides (unbalanced number of parked cars). Even if you look at it simply, learning after the start of operation automatically resets the natural deceleration delay time in stages to the optimal natural deceleration delay time that actually corresponds to the number of unbalanced parked cars, which greatly improves the accuracy of cage landing due to natural deceleration. Thus, it is possible to obtain an implantation control device that is improved in the following manner.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing an example of a device for changing the deceleration delay time to an optimal value according to the present invention, and FIG. 2 is a device configuration diagram showing an example of a speed control device combined with natural deceleration.
Fig. 3 is a diagram showing an example of a device for detecting the load state of a multi-story parking system, Fig. 4 is a diagram showing the state of each cage of the multi-story parking system, and Fig. 5 is a diagram showing a conventional device for determining the timing of starting a deceleration command. 6 is a circuit diagram of the speed pattern generator, FIG. 7 is an output waveform diagram of the speed pattern generator, FIG. 8 is a diagram showing the speed-time curve of the cage during deceleration, and FIG. FIG. 9 is a configuration diagram of a device according to the present invention that determines the timing of starting a deceleration command. IM...Induction motor, C1~CN...Cage, 1
00... Arithmetic unit, 200,300... Register, 201... Parked register, 202... Landing cage register, 203... Unbalanced register, 20
4... Natural deceleration delay time register, 205... Landing position deviation count register.

Claims (1)

[Claims for Utility Model Registration] A parking register that stores the parking status of a car in each cage of a vertical circulation multi-level parking system equipped with a plurality of cages, and a register that stores the cage number of the cages existing in the entrance/exit zone. floor cage register;
an unbalance register that captures the load that changes from moment to moment during operation of the multi-story parking device as a difference in the number of parked cars on the left half and the right half at a reference position of each cage and stores it as unbalance data for each cage; and a natural deceleration delay time register that stores natural deceleration delay time for each unbalanced data, the plurality of cages are driven by an induction motor, and when lifting a load based on the unbalanced data in the unbalanced register, the natural deceleration delay time is stored from the deceleration point to the A landing position detection device is provided for detecting a deviation in the landing position of each cage in the motor in which a DC braking command is issued to the induction motor after the natural deceleration delay time based on the imbalance data of the natural deceleration delay time register has elapsed; A landing position deviation count register that stores the direction and number of times the landing position exceeds a predetermined range for each of the unbalanced data, and an arithmetic and control device, and the arithmetic and control device stores the same number of landing position deviations in the landing position deviation count register. When the number of deviations in the direction reaches a predetermined value, the natural deceleration delay time of the natural deceleration delay time register for the unbalanced data is changed in a direction in which the landing position does not deviate. Floor control device.