JPH0583974A - Controlling method for brake - Google Patents

Abstract

PURPOSE:To provide a controlling method for stabilizing a motor speed even when there is hysteresis between a braking signal and braking torque. CONSTITUTION:A dither signal generating circuit 100B outputs a dither signal F1 synchronized with a brake value F calculated by a brake value calculating circuit 100A. A circuit 100C combines the brake value F and dither signal F1, and the composite signal F2 is put into the brake as a new braking signal C2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method for a brake device, and more specifically, it is used for deceleration control of a movable mechanism such as a vertical circulation type multi-level parking facility or an elevator.

[0002]

2. Description of the Related Art FIG. 4 is a diagram schematically showing a configuration of a brake control system disclosed in JP-A-2-261086 and JP-A-2-261087. The load 3 shown in the figure corresponds to a multi-level parking facility, and its speed is reduced by the rotational force of the motor M1 (three-phase induction motor) via the output shaft 11. The motor M1 itself also receives the braking force generated by the braking device 12 and rotates.

As shown in FIG. 1, the brake device 12 is composed of an electric hydraulic pusher 35, an amplifier 37 and a motor M2 corresponding to a drive circuit portion of the pusher 35, a brake drum system 330, a tacho generator 36, and a control circuit 100. Has been done. Here, the brake drum system 330 changes the magnitude of the braking force to be output, depending on the magnitude of the pushing force generated by the electric hydraulic push-up machine 35. The pushing force itself of the electric hydraulic push-up machine 35 is controlled by the control circuit 100 through the amplifier 37 and the motor M2.

The details of the operation of this system will be referred to the above-mentioned document, and the outline of the operation will be briefly described here. That is, in the present system, it is assumed that the output shaft 11 of the motor M1 is rotating at the target rotation speed, and the actual rotation speed ω ₁ of the output shaft 11 is assumed.
The balanced brake value C ₂ is calculated so that the target rotation speed becomes the target rotation speed in consideration of the balance of the brake torque around the output shaft 11. At that time, the brake torque depending on the magnitude of the load 3 is detected by detecting the rotation speed ω ₁ of the output shaft 11 by the tachogenerator 36, and the control circuit 100 detects the detection signal of the tachogenerator 36. Upon receipt, a required brake value C ₂ (hereinafter referred to as a brake signal) is calculated and corrected. As a result, the output shaft 11
Target speed is achieved, and deceleration control according to the magnitude of the load 3 is achieved.

[0005]

In principle, the above method makes it possible to realize the rotation speed of the motor according to the target rotation speed. However, in reality, the brake signal C
_Since hysteresis occurs between ₂ (calculated value) and the brake torque that is output, the calculated required brake torque is not actually output, resulting in the problem that the motor speed becomes unstable. Was there. The occurrence of such hysteresis occurs temporally when the output shaft 11 of the motor M1 and the brake drum system 330 are connected to each other or when the spring material used in the brake drum system 330 expands and contracts. It is caused by delay etc.

The above problems are not limited to the problems peculiar to the brake device 12 for the multi-storey parking facility as illustrated in FIG. 4, but occur in general brake devices having a structure that mechanically generates hysteresis. This is a problem, and the present invention was created to solve such problems. That is, it is an object of the present invention to provide a method capable of stably controlling the brake device even when the brake torque has hysteresis.

[0007]

The present invention is intended to suppress the influence of the mechanically generated hysteresis by performing the following electrical treatment. That is, the dither signal is combined with the brake signal calculated so that the rotation speed of the driving body in the brake device becomes the target rotation speed, and the combined signal is used as a new brake signal to control the brake device.

[0008]

[Function] By combining the brake signal originally calculated to an appropriate value with the dither signal, it can be considered that an equivalent linear relationship is established between the combined signal and the brake torque. Will be able to.

[0009]

1 shows a control circuit 100 according to an embodiment of the present invention. The brake device to which the control circuit 100 is applied is the same as the brake device 12 illustrated in FIG. The brake value calculation circuit 10 in the control circuit 100
Reference numeral 0A is a circuit for calculating an appropriate brake value F based on the detection signal of the tacho generator 36 so that the angular frequency ω ₁ matches the target angular frequency, and details thereof are described in the above-mentioned literature (Japanese Patent Laid-Open No. 261086, etc.). As disclosed in
The circuit 100A itself is publicly known.

On the other hand, the dither signal generation circuit 100B has the same clock (not shown) as the brake value calculation circuit 100A, and generates the dither signal F ₁ synchronized with the brake value F. Then, the brake value F and the dither signal F ₁ are combined in the combining circuit 100C. Further, the combined signal F ₂
Is converted into a signal C ₂ suitable for application to the motor M2 by the signal conversion circuit 107.

FIG. 2 is an explanatory diagram showing the relationship between the brake signal C ₂ and the brake torque T _B on the output shaft 11. Particularly, the curves 2a and 2b show the relationship between the brake signal C ₂ (corresponding to the brake value F itself) and the brake torque T _B when the dither signal F ₁ is not synthesized, and the X mark indicates the brake. It shows the change of the brake torque T _B in the direction of increasing the voltage of the signal C ₂ .
The ∘ mark shows the change in the direction of decreasing the voltage of the brake signal C ₂ . As shown in the figure, hysteresis occurs in the range where the brake signal C ₂ has a high voltage. If there is such hysteresis, it becomes difficult to control the motor M1 stably at low speed.

Therefore, the brake signal C ₂ having such a hysteresis (brake value F in the case of F ₁ = 0)
It is possible to regard the relationship between the brake signal C ₂ and the brake torque T _B to be linear by superimposing (combining) the dither signal F ₁ on (corresponding to). Curve 2c in the figure is
Is a curve showing relations between the braking signal C ₂ and the brake torque T _B when obtaining the brake signal C ₂ by synthesizing actual dither signal F ₁ to the brake value F, viewed as approximately linear It turns out that you can do it.
For reference, FIG. 2 shows an example of the dither signal F ₁ to be superimposed (curve 2d in the figure).

FIG. 3 is a diagram showing an experimental result of the voltage value of the brake signal C ₂ and the rotation speed of the motor M ₁ when the dither signal F ₁ is combined with the brake value F, and is a dither for comparison. The experimental results when the signal F ₁ is not synthesized are also shown. In the figure, the horizontal axis represents the deceleration time t, which is set to be 10 seconds at full scale. On the other hand, the vertical axis represents both the voltage value of the brake signal C ₂ and the rotation speed of the motor M1. here,
The full scale 10 is applied to the voltage value of the brake signal C _2.
V, full scale 2 for the rotation speed of the motor M1
It is set to 2 m / min. Further, the curve 4a is the brake signal C ₂ when the dither signal F ₁ is not synthesized, that is,
The voltage value of the brake value F is shown, and the curve 4b shows the voltage value of the brake signal C ₂ when the dither signal F ₁ is combined. Further, the curve 4c represents the rotation speed of the motor M1 corresponding to the curve 4a, and the curve 4d represents the rotation speed of the motor M1 corresponding to the curve 4b.

As a method of decelerating the rotation speed of the motor M1, two-stage control is performed as shown in FIG. In this experiment, the braking force is not applied within the time of 0 ≦ t <5 seconds, the motor M1 is rotating at a constant speed, and the time t
== 5 seconds, the application of the braking force to the motor M1 (hence the load 3) is started. As is clear from this experiment, in the conventional method in which the dither signal F ₁ is not combined with the brake value F, the rotation at low speed (3 <t <6) is unstable and the constant speed rotation is not realized. In contrast, the dither signal F ₁
In the present method in which the above is combined, the constant speed rotation of the motor M1 at low speed is realized. By thus combining the brake value F with the dither signal F ₁ , the effect of hysteresis can be eliminated.

In this embodiment, the case where hysteresis occurs at low speed (FIG. 2) and the case where the load is decelerated by the two-stage control has been described. However, the present invention is not limited to this, and the deceleration is not limited to this. It is obvious that the present invention can be applied to general braking systems in which hysteresis sometimes occurs.

[0016]

As described above, according to the present invention,
There is an effect that the operation of the driving body can always be stably controlled. In particular, it is possible to dramatically improve the stability in low speed operation.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a control circuit according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a relationship between a brake signal and a brake torque.

FIG. 3 is an explanatory diagram showing an experimental result of a brake signal and a rotation speed of a motor.

FIG. 4 is a configuration diagram of a brake control system.

[Explanation of symbols]

M1 motor 11 output shaft 12 a brake device 100 control circuit 100A braking value calculating circuit 100B dither signal generating circuit 100C synthesizing circuit C ₂ brake signal

Claims (1)

[Claims] 1. A method of controlling a brake device by a brake signal calculated so that the rotational speed of a driving body in the brake device reaches a target rotational speed, comprising: (a) combining a dither signal with the brake signal; ) A method for controlling a brake device, wherein the combined signal is used as a new brake signal.