JPS628580B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improved method for controlling the speed of a car 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 closes when the car reaches the deceleration point and remains closed during deceleration. Contacts 3-5 sequentially short-circuit secondary resistors R1-R3 inserted in series with 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 deceleration point is reached, the circuit is opened in order to minimize the driving torque of the induction motor 1.

FIG. 3 shows a speed-time curve of the cage under the electro-hydraulic push-up brake control shown in FIG. 1, and the conventional method of controlling the speed of the cage will be described below with reference to FIGS. 1 to 3.

First, when starting up the cage, 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, and contact 1 or 2 and contact 6 of the magnetic contactor are inserted into the secondary side of the induction motor IM. When the circuit is closed, a power supply voltage is applied to the electric hydraulic pusher TB, and the brake is released. At the same time, a 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.
accelerates and reaches a rotational speed at which the drive torque |Tm| of the induction motor IM and the load torque |T _L | of the multi-story parking system match and continues to rotate at that rotational speed, so the cage runs at a predetermined speed.

Next, the cage is connected to a position detection switch (not shown).
When reaching the deceleration point P detected by is supplied to the electric hydraulic pusher TB. The lifting force Tt of the electric hydraulic lifting machine TB is approximately proportional to the product of the secondary voltage and secondary frequency of the induction motor IM, but the secondary voltage and secondary frequency of the induction motor IM are proportional to the rotation speed of the induction motor IM, respectively. Because it is inversely proportional, the induction motor IM
It is almost inversely proportional to the square of the rotation speed of the induction motor IM
increases with deceleration, whereas the braking force Ts of the brake spring of the electro-hydraulic pusher TB is constant regardless of the speed of the induction motor IM, so the braking torque |Tn| of the electro-hydraulic pusher TB increases as the brake spring Braking force｜Ts｜ to push-up force of electric hydraulic push-up machine TB｜Tt
The value shown by the formula by subtracting | (however, the push-up force
No matter how large Tt is, the electric hydraulic pusher TB does not generate driving force, so the braking torque
Tn becomes 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 decelerates as shown in Fig. 3 until the combined torque Tw of the induction motor IM and the load torque T _L of the multi-level parking system match. controlled.

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 method, the deceleration point P and the stop 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.

The present invention has been made in view of this point, and it is an object of the present invention to provide a control method that extremely easily performs accurate and quick deceleration and stopping at all times regardless of the load condition of a multilevel parking system.

FIG. 4 is an explanatory diagram showing an example of a method for detecting the load state of a multi-story parking system according to the present invention.
0 is the arithmetic unit of the microcomputer, 200
is a register of the microcomputer, and 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 is for each cage C.
Addresses that correspond one-to-one to (1) to C(N)
It has AA(1) to AA(N), and has at least the number of bits greater than the total number of cages N. Data A(1) to A(N) stored in these addresses AA(1) to AA(N) are 0 if the cage is empty,
If there is a vehicle, it is 1.

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. The implantation cage register 202 has an address
Data D corresponding to the cage number of the cage that is always present near the entrance/exit position is written in AD regardless of whether the parking device is in operation or stopped. The load data register 203 has addresses AL(1) to AL(N) corresponding to each cage C(1) to C(N) on a one-to-one basis.
The number of bytes is at least equal to the total number of cages N. This address AL(1)~AL
Data stored in (N) L(1) to L(N)
The content is explained below.

In Fig. 5, which shows the state of each cage in 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 cage C (1) currently at the lowest position is calculated as follows: If the load data of cage C(1) is L(1), then the load data L(1)
For example, if the total number of cages N is an even number, the number of cars parked in the left cages, that is, cages (N/2+2) to C(N), to the right cages, that is, cages C(2) to C( Since it is expressed by subtracting the number of cars parked at parking lot register 201, data A From the value F(1) that counts N/2+2) to A(N), the parking register 201
The value obtained by subtracting the value G(1) obtained by counting the addresses AA(2) to A(N/2) within. This operation is performed by an arithmetic unit 100 connected to each register by a data bus 30 and an address bus 40. 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 when the car C (2) is in the lowest position is expressed as the load data L (2) of the car C (2), and is stored at the address AA in the parking register 201.
(N/2+3)~AA(N), AA(1) is stored in the air parking register 201 from the value F(2) that counts the data A(N/2+3)~A(N), A(1). The difference in the number of parked cars minus the value G(2) that is calculated by counting the data A(3) to A(N/2+1) stored in addresses AA(3) to AA(N/2+1), that is, the load data. It is required as. And this load data L
(2) is the address of the load data register 203
Stored in AL(2). Hereinafter, the load data L(3) to L of the multilevel parking device at each time is similarly explained.
(N) is the address of the load data register 203
It is stored in AL(3) to AL(N). The present invention utilizes the load data stored in the load data register 203 to control the speed of the multi-level parking system. 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 values for each cage have the opposite signs and the same absolute values as the load data obtained for clockwise rotation, so the load data for either direction is unified. It is enough to ask for data.

FIG. 6 shows a speed-time curve of the car when decelerating according to the method of the present invention, and FIG. 7 shows a speed-time curve of the car when stopping according to the method of the present invention. As in FIG. 3, A shows the case of light load and B shows the case of heavy load. In the present invention, the load state of the multilevel parking system when the landing cage reaches the deceleration point P and the stopping point Q can be detected by reading the load data of the cage existing at the reference position at that time, as described above. I can do it. If the cage exhibits the speed-time curve shown by the solid line in FIGS. 6 and 7 when the load is light, according to the present invention, the speed-time curve changes to the speed-time curve shown by the broken line when the load is heavy. do. That is, when decelerating, even if the cage reaches a deceleration point P detected by a limit switch or the like, the overshoot calculation device 100 issues a deceleration command after a delay time _t1 corresponding to the load at that time, and the contact 7 closes. The vehicle starts decelerating. Speed during deceleration -
The time curve is exactly the same as the conventional heavy load case, and the area of the diagonal line in Fig. 6 is S ₁ ′(a) + S ₁ ′(a).
As long as the delay time t ₁ is adjusted by the arithmetic unit 100 so that S ₁ ′(b) is the same, the time t _pq required from the deceleration point P to the stop point Q will be the same for both heavy loads and light loads. It's no different.

Next, when stopping, even if the cage reaches the stopping point Q detected by a limit switch or the like, it continues to go too far, and the arithmetic unit 100 issues a stop command after a delay time t ₂ according to the load, and the stop operation is performed by opening the contact 7. Start. The speed-time curve at the time of stopping is exactly the same as in the case of conventional heavy loads, and the delay time t ₂ is set so that the shaded areas S ₂ (a) and S ₂ (b) in Fig. 7 are the same. When adjusted by the arithmetic unit 100, the distance from the stopping point Q to the position O where the car actually stops is exactly the same even in the case of a heavy load as in the case of a light load, so that accurate stopping can be achieved.

As described above, according to the present invention, based on the inventory status of each cage, the load status of the multi-level parking system, which changes every moment during operation, can be adjusted until each cage reaches the reference position (the lowest position in the embodiment). In addition to detecting the load data by calculating it with a calculation device, the generation timing of deceleration commands and stop commands is changed according to the size of the load. Therefore, regardless of the size of the load, quick and accurate landing is always possible. can.

[Brief explanation of the drawing]

Fig. 1 is a diagram showing the main circuit of the electric motor showing an example of electro-hydraulic push-up brake control, Fig. 2 is a diagram showing the brake characteristic curve of the electro-hydraulic push-up machine, and Fig. 3 is the speed of the cage using the conventional speed control method. - A diagram showing a time curve; FIG. 4 is a diagram showing an example of a method for detecting the load state of a multilevel parking system according to the present invention;
The figure shows the state of each cage in the multi-story parking system, Figure 6 shows the speed-time curve of the car during deceleration by the speed control method of the present invention, and Figure 7 shows the car's stoppage by the speed control method of the present invention. FIG. 3 is a diagram showing the speed-time curve of the cage at time. IM...Induction motor, TB...Electro-hydraulic pusher,
C(1) to C(N)... Cage, 100... Arithmetic device, 200... Register, 201... Air parking register, 202... Implantation cage register, 2
03...Load data register, L(1) to L
(N)...Load data, P...Deceleration point, Q...Stop point.

Claims (1)

[Claims] 1. The cages of a vertical circulation multi-level parking system equipped with a plurality of cages are driven by an induction motor, and from a deceleration point, the secondary voltage of the induction motor is supplied to an electric hydraulic push-up machine by closing a contact to generate the induction motor. The speed of the car is controlled by braking the electric motor and opening the contact from the stop point to cut off the secondary voltage to the electric hydraulic pusher, in which the parking state of the car in each cage is controlled. A parking register to be stored; and load data in which the load of the induction motor, which changes moment by moment, is captured as the difference between the number of parked cars in the left half and the right half at the reference position of each cage, and is stored as load data for each cage. A register and a calculation device, the calculation device is configured to calculate the contact point according to the load data of the cage that is at the reference position when the landing cage landing at the entrance/exit position passes the deceleration point and the stop point. 1. A speed control method for a vertical circulation multi-level parking system, the method comprising: issuing a command to delay closing and opening of a circuit for a predetermined period of time.