JPH049908B2 - - 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 start timing is changed and the car automatically decelerates naturally. An energy-saving type speed control device has been proposed which 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 composed of controlled rectifying elements and the like. Control device that controls DC braking current IDB of induction motor IM, TG is 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, and 200 is 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 C(1) shown in FIG.
Address AA(1) that corresponds one-to-one to ~C(N)
~AA(N), and has at least the number of bits greater than the total number of cages N. This address AA
Data A(1) stored in (1) to AA(N)
~A(N) is 0 if the cage is empty and 1 if it 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. The unbalanced data register 203 corresponds to each cage C(1) to C.
Addresses AL(1) to AL that correspond one-to-one to (N)
(N), and the data L(1) to L(N) stored in the addresses AL(1) 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 cage C (1) currently in the lowest position. is the unbalanced data L(1) of cage C(1), then the unbalanced data L(1)
For example, if the total number of cages N is an even number, the number of cars parked in the left gauge, that is, cages (N/2+2) to C(N), is calculated from the number of cars parked in 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), it is stored at addresses AA(N/2+2) to AA(N) in the parking register 201. From the value F1 that counts data A (N/2) to A (N), the parking register 201
The value obtained by subtracting the value G(1) obtained by counting the data A(2) to A(N/2) stored in addresses AA(2) to AA(N/2) in 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 of the multi-story parking system when the car C (2) is at the lowest position is expressed as the unbalanced 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), data stored in AA (1) A (N/2 + 3) ~ A (N), A (1
) is calculated from the value F(2), which 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. 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 is not necessarily the lowest position, but may be the lowest position or any reference position.) Figure 5 shows that when a deceleration command is issued, contacts 1 and 2 of the magnetic contactor described above open, and at the same time, contact 30 closes. This is a block diagram showing the configuration of a timing determining device that determines the timing for deceleration. In the figure, 41 is a pulse generator that constantly generates timing pulses, and 42 is a pulse generator that counts the pulses of the pulse generator when a deceleration command signal 43 is input. A counter 44 outputs a binary code signal corresponding to the count number, and 44 is a delay time corresponding to the unbalanced data signal 45 of the landing cage described above (however, from a uniform load to a lower load, the delay time is zero; (Time according to load only during load)
A time setting device 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.

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 contacts 47a and 47c are closed, this VTG is changed from the speed signal VTG immediately before closing.
A speed _{pattern signal 10a 1 depending} on the load as _shown in FIG _. 10
Either a ₂ or 10a ₃ is created. 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 and the speed signal
Feedback control is performed by matching VTGs.
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 rectifier of the control device TH does not fire and feedback control is not performed, but the timing at which the deceleration start command signal 47 is output is Since the landing is delayed according to the amount of time, energy-saving landing control that makes good use of natural deceleration becomes possible.

Now, suppose that in the case of a balanced load, the cage shows the speed-time curve shown by the solid line in Figure 8, in the case of a rising load, the speed-time curve shows the dashed line, and in the case of a downward load, the car shows a dashed-dotted curve. 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 balanced 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 seeks to solve]

However, in this type of control device, the load on the multilevel parking system is determined by the difference in the number of cars parked on the left and right sides. Even if the difference in the number of parked cars is the same, due to differences in the running resistance of the parking cage and the running resistance of the parking cage (the cage in which the car is stored), and the difference in the moment of inertia (GD ² ) of the entire parking device, etc. However, since there may be a significant difference in the load of the parking device,
The setting of the deceleration delay time during natural deceleration may be inappropriate in some cases, and while level errors may not be much of a problem in the case of the lower entry type, they may directly cause level errors in the case of the intermediate entry type. In other words, you may stop too far before the level or go too far over the level and exceed the allowable 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, which requires frequent level adjustment, which reduces operating efficiency. A situation arises that significantly impairs the

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 for solving problems]

The present invention relates to an electric motor that drives a car of a mechanical multilevel parking system including a plurality of cars, a speed pattern generator that generates a speed pattern signal of the electric motor, and a speed pattern generator that generates a speed signal that is proportional to the rotational speed of the electric motor. A detection device, a load detection means for detecting the load condition of the motor that changes from moment to moment, and a control device for controlling the voltage applied to the motor through contacts according to the deviation signal between the speed pattern signal and the speed signal. If the load on the motor as determined by the load detection means when the cage passes the deceleration point is a balanced load or light load, the contacts are immediately closed, and if the load on the motor as determined by the load detection means is heavy, the contacts are closed according to the load. In the speed control device, the load detection means includes a parking register that stores the parking status of cars in each cage, and data on the number of parked cars based on the parking status of the parking register. The number of parked cars is stored in the register, the unbalance register is stored as unbalance data for each cage, and the unbalance register is stored as the difference between the number of parked cars on the left half and the right half at each cage reference position, which changes from moment to moment. It consists of a load data register that calculates the moment of inertia of the entire parking device using an arithmetic unit based on the equilibrium data and the parking number data in the parking number register and stores it as load data for each cage.The control means uses the load data in the load data register. It is comprised of a natural deceleration time register that stores natural deceleration time data for each car based on the data, and an ideal deceleration time register that stores ideal deceleration time data, and a calculation device controls a predetermined time.

[Effect]

With the configuration as described above, a more appropriate deceleration delay time can be automatically set even for heavy loads.

〔Example〕

An embodiment of the present invention 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 diagram showing an example of a device for detecting the load state of a multilevel parking system according to the present invention, FIG. 10 is a circuit diagram showing an example of the brake operation circuit of the induction motor IM shown in FIG. 1, and FIG. Components with the same reference numerals as those in the figures and FIG. E- is a power bus, 60 is an electromagnetic contactor that is energized when voltage is applied, 60a is its normally open contact, R is a resistor, C is a capacitor, and this RC gives the electromagnetic contactor 60 a slight recovery delay function. It has a meaning. 1a, 2a, and 30a are contacts that open and close in synchronization with the electromagnetic contactor contacts 1, 2, and 30, respectively;
LS is a mechanical contact that opens when the target cage arrives a little before the entrance/exit position, 44a is a contact that closes only when the load of the parking device is lowered, and 20
4 is a parking number register newly provided in the register 200 of the microcomputer, and the number of parking cages, which changes from moment to moment, is written in address AM as parking number data M. 205 is a load data register newly provided in the register 200 of the microcomputer, and the addresses AN(1) to C(1) to C(N) corresponding to each cage C(1) to C(N) are
AN(N) is the actual load data N(1) to N(N) of the induction motor that changes from moment to moment, and the actual unbalanced data L(1) to L(N) values corrected by the parking number data M. The calculation device 100 calculates and stores a value closer to the moment of inertia of the device. 206 is a natural deceleration time register newly provided in the register 200 of the microcomputer.
Each cage C(1) to C(N) has load data N(1) to AP(N) corresponding to each cage.
If the vehicle decelerates naturally in the N (N) state, the time it takes for the deceleration to reach zero, that is, the time shown in Fig. 12 t = (GD ² of the entire parking device) x (rotational speed of the motor at the deceleration point) /375 × [(Unbalanced torque) + (Running resistance)] = (Load data) × (Motor rotation speed at deceleration point) / 375 × [(Unbalanced torque) + (Running resistance)
] is calculated by the calculation device 100, and natural deceleration time data is stored. 207 is an ideal deceleration time register newly provided in the register 200 of the microcomputer, and the ideal deceleration time t ₀ in the case of the ideal deceleration-time characteristic shown in FIG. 12 is stored at address AQ as ideal deceleration time data. is written. The present invention utilizes the natural deceleration time data and the ideal deceleration time data, which take into account the moment of inertia of the entire parking system, to control the speed of the multi-story parking system particularly during natural deceleration. That is, although the load on the induction motor IM changes from time to time depending on the total number of parked cars, the unbalanced number of cars, and the rotational state of the cage, the landing cage register 202 indicates that the landing cage has reached the vicinity of the entrance/exit position. When read, for example, by knowing the lowest position cage at that time, the natural deceleration data of the lowest position cage in the natural deceleration time register 206 is read out, while the ideal deceleration time data Q (Q=t ₀ ) is read out and the arithmetic unit 100 calculates the delay time t ₁ (t ₁ = (t ₀ - t/2) until the time when deceleration should start from the standard deceleration point), and the delay time signal 100a (corresponding to the delay time) is calculated. In Fig. 1, the contacts 1 and 1 of the electromagnetic contactor
The contact 30 is closed at the same time as the contact 2 is opened.

FIG. 11 shows a calculation device 100 after a deceleration command is issued.
When outputs the delay time signal 100a, the timing determining device of the present invention opens the contacts 1 and 2 of the electromagnetic contactor shown in FIG. 1 and simultaneously closes the contact 30, and has the same operation as the timing determining device shown in FIG. 5. This is what we do.

With such a configuration, when the parking device is started, the secondary resistors 6 to 8 are inserted in advance into the secondary side of the induction motor IM by opening the contacts 3 to 5 of the electromagnetic contactor, and the electromagnetic contact When the contacts 1 and 1a or the contacts 2 and 2a of the device are closed, the electromagnetic contactor 6
A voltage is applied to the electromagnetic brake BR through the 0 contact 60a to release the brake, and at the same time, power is supplied to the induction motor IM to start the induction motor IM.

Next, when the cage reaches the deceleration point P, if the load at that time is a down load or a balanced load, the contact point in FIG. 1 and 2 are opened and the contact 30 is closed to generate a DC braking current.
IDB is fed to the induction motor IM, and the induction motor IM is feedback-controlled to follow the speed pattern signal 10a. When the speed of the cage reaches zero, the zero speed detection device 50 is activated and the contact 50b is opened. When the electromagnetic contactor 60 is deenergized and the contact 60a is opened, the electromagnetic brake BR is actuated to hold the cage stopped at the entrance/exit position.

On the other hand, when the load is an uplift load, the deceleration start command device 46 shown in ^FIG . After calculation time t _1, contacts 1 and 2 are opened and contact 30 is closed, but 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 natural deceleration occurs. Due to the deceleration, the car is controlled to decelerate to the target position more accurately than before.

Here, in order to further improve the landing accuracy, when the load is increased and the load is decelerated, contact 4 shown in Fig. 10 is used.
4a, and when the target cage reaches a position slightly before the entrance/exit position, the electromagnetic contactor 60 is deenergized by opening the contact LS, and the electromagnetic brake BR is activated by opening the contact 60a at a predetermined point in front of this.
may be used to force the cage to stop. Even if you do this, this forced stop will take place at a sufficiently low speed, and the top-mounted type, which is supported at the bottom of the gauge, has a structure that is less likely to cause vibrations, so there are almost no stopping jocks and only a few. Since the stop is caused only by the sliding of the moving step, the gap between the moving step and the moving step can be kept much smaller than when deceleration control is performed without forcing a stop.

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 applied before the constant stop level to prevent mechanical wear such as brake shoes. There is no safety problem even if the level accuracy is not increased by increasing the level accuracy, 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 opening timing of the intended cage is set at the entrance/exit position. It is also conceivable that the frequency of forced stops could be reduced by changing the position to a point where it has gone a little too far, and otherwise performing 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.

Furthermore, in the case of intermediate insertion, the permissible range of level errors is wider than in the case of upper insertion, so there is no need to perform a forced stop operation to further improve level accuracy.

〔Effect of the invention〕

As described above, in speed control that uses both speed feedback control and natural deceleration, the present invention does not simply capture the load on the parking device as the difference in the number of cars parked on the left and right sides, but also uses a parking device that is closer to the actual parking device. Since the calculation takes into account the overall GD ² and running resistance, the accuracy of the cage landing due to natural deceleration is greatly improved, making it sufficiently practical even for intermediate entry or top entry type parking devices. It can be made into something that grows. Furthermore, the landing accuracy can be further improved by adding forced stop control.

[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 conventional device for detecting the load condition of a multi-story parking system, and Fig. 4 is a diagram showing an example of a conventional device for detecting the load state of a multi-story parking system. Figure 5 is a configuration diagram of a conventional device that determines the timing to start a deceleration command, Figure 6 is an example circuit diagram of a speed pattern generator, and Figure 7 is an output waveform diagram of the speed pattern generator. , FIG. 8 is a diagram showing the speed-time curve of the car during deceleration, FIG. 9 is a diagram showing an example of the device according to the present invention for detecting the load condition of a multi-level parking system, and FIG. 10 is a diagram showing the brake operation of the induction motor. A circuit diagram showing an embodiment of the circuit, FIG. 11 is a block diagram of a device according to the present invention that determines the timing of starting a deceleration command, and FIG. 12 is a circuit diagram for explaining the principle of determining the delay time t ₁ according to the present invention. It is an explanatory diagram. IM...Induction motor, C(1) to C(N)...Cage, TG...Speed detector, VTG...Speed signal,
10...Speed pattern generator, 10a...Speed pattern signal, 100...Arithmetic device, 200...
Register, 201... Parked register, 202...
Landing cage register, 203...Unbalance register, 204...Parking number register, 205...Load data register, 206...Natural deceleration time register, 207...Ideal deceleration time register.

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 detection device that generates a speed signal; a load detection device that detects a load condition of the motor that changes from time to time; and a contact that controls the voltage applied 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. In the speed control device, 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 when the load is heavy, and the load detection means stores the parking state of the automobile in each cage. It is taken as the difference between the parking register, the parking number register that stores the parking number data based on the parking status of the parking register, and the number of parked cars between the left half and the right half at each cage reference position that changes from time to time. Based on the unbalance register stored as unbalance data for each car, the unbalance data in the unbalance register, and the parking number data in the parking number register, a calculation device calculates the moment of inertia of the entire parking device. The control means includes a load data register that stores load data for each car, and the control means includes a natural deceleration time register that stores natural deceleration time data t for each car based on the load data of the load data register, and an ideal 1. A speed control device for a mechanical multilevel parking system, comprising an ideal deceleration time register that stores ideal deceleration time data _t0 , and the predetermined time _t1 is controlled by the calculation device. 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 speed pattern generator includes a comparator at the front stage and an integrating circuit at the rear stage, and a memory circuit is connected to the integrating circuit as a feedback circuit via a first contact that closes at the same timing as the contact caused by the control means. At the same time, the circuit is configured such that a connection point between the comparator and the integrating circuit is grounded via a second contact that closes at the same timing as the contact caused by the control means. A speed control device for a mechanical multilevel parking device as described in Section 1. 4 The natural deceleration data t is calculated as t=
(Load data) x (motor rotation speed at deceleration point) / 375
The speed control device for a mechanical multilevel parking system according to claim 1, wherein the speed control device is calculated as: x [(unbalanced data) + (running resistance)]. 5. The mechanical multilevel parking according to claim ₁ , wherein the predetermined time t1 is calculated by a calculation device as t= _t0 -t/2 (where _t0 is ideal deceleration time data). Equipment speed control device. 6. 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 circulation type multi-level parking system. 7. 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.