CA2013646A1 - Emergency braking device of a funicular - Google Patents
Emergency braking device of a funicularInfo
- Publication number
- CA2013646A1 CA2013646A1 CA002013646A CA2013646A CA2013646A1 CA 2013646 A1 CA2013646 A1 CA 2013646A1 CA 002013646 A CA002013646 A CA 002013646A CA 2013646 A CA2013646 A CA 2013646A CA 2013646 A1 CA2013646 A1 CA 2013646A1
- Authority
- CA
- Canada
- Prior art keywords
- car
- brakes
- controller
- braking
- incident
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H9/00—Brakes characterised by or modified for their application to special railway systems or purposes
- B61H9/02—Brakes characterised by or modified for their application to special railway systems or purposes for aerial, e.g. rope, railways
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00
- B61B12/06—Safety devices or measures against cable fracture
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
ABSTRACT
Each car (16) of a funicular is equipped with several track brakes (18) for emergency braking. The number of brakes is selected by an in-board controller (52), according to the position of the car on the track and possibly of its load, so as to avoid excessive deceleration.
Each car (16) of a funicular is equipped with several track brakes (18) for emergency braking. The number of brakes is selected by an in-board controller (52), according to the position of the car on the track and possibly of its load, so as to avoid excessive deceleration.
Description
~i3~46 EMERGENCY BRAKING DEVICE OF A FUNICULAR
BACKGROUND OF THE INVENTION
The invention relates to an emergency braking device on board a car, notably of a funicular, comprising an incident detector, notably of rope break, overspeed and anti-return, to trigger the emergency braking of the car and a plurality of brakes biased to the braking position and held in the set position, ready for braking, by latchings controlled individually to enable modulation of the braking in the event of an incident by selective control of the number of brakes put into operation.
The operating safety of the emergency brakes, i.e. the car track brakes, implies the use of brakes with a simple structure having two positions only, one braking position and one released position. Each brake comprises a grip which can grip the track rail by means of the action of a mechanical spring, such as a stack of elastic washers, called Belleville spring washers. The force of this brake i5 determined by the spring and is not adaptable or adjustable, whereas it is obvious that stopping a loaded car on a track with a large incline requires a notably higher braking force than that required to stop an empty car on a flat section. Too hard braking is liable to cause excessive deceleration and sudden stopping of the car may cause serious accidents. To overcome this drawback it has already been proposed to stagger the number of brakes which are actuated by using a preselector controlled by the tension of the hauling rope of the car. This tension is equivalent, in normal operation, to the force of gravity acting on the car and which has to be counteracted by the braking forces in order to stop the car, but the indication is not reliable and dependable. The information is rendered false by the inertia effects and/or swinging of the rope and in the extreme case of a car running on a flat section the tractive force may be nil and put the . . ' :
.
" 2~)~ 3~i4~
emergency braking system out of operation. The system is not fail-safe and is not ree from the risk of a dormant failure.
The object of the present invention is to achieve a reliable emergency braking device, preventing excessive deceleration of the car.
SUMMaRY OF IHE INVENTION
The braking device according to the invention is characterized in that the brake latching controls are controlled on the one hand by said incident detector and on the other hand by a controller, receiving a position signal representative of the position of the car on the track gradient and sending a selection signal, when an incident occurs, of a number of brakes determined by the position of the car at the time of the incldent to adjust the deceleration to the conditions of the moment and prevent excessive deceleration of the car.
The invention is based on the observation that the track gradient is genèrally very variable and that this variation is predominant in determining the number of brakes to be actuated.
The other` important factor, which is the weight of the car, varles~ l~ess, ~from 1 to 2 maximum, and can sometlmes be ~`disregarded. The track profile is;well-known and when the fun~icular i~s installed~it~ is stored in the memory~of the controller which thus knows,~for each~position of the car, the track gradient at that location and Lhus determines the number of brakes to be actuated to stop the car without excessive deceleration. It should be noted that this number can be determined once and for all~when installation takes place and can be entered in a table from which the controller selects the number of brakes to be actuated depending on the position of the car. The controller is capable of modifying the braking according to other factors such as the track trajectory or the ;
BACKGROUND OF THE INVENTION
The invention relates to an emergency braking device on board a car, notably of a funicular, comprising an incident detector, notably of rope break, overspeed and anti-return, to trigger the emergency braking of the car and a plurality of brakes biased to the braking position and held in the set position, ready for braking, by latchings controlled individually to enable modulation of the braking in the event of an incident by selective control of the number of brakes put into operation.
The operating safety of the emergency brakes, i.e. the car track brakes, implies the use of brakes with a simple structure having two positions only, one braking position and one released position. Each brake comprises a grip which can grip the track rail by means of the action of a mechanical spring, such as a stack of elastic washers, called Belleville spring washers. The force of this brake i5 determined by the spring and is not adaptable or adjustable, whereas it is obvious that stopping a loaded car on a track with a large incline requires a notably higher braking force than that required to stop an empty car on a flat section. Too hard braking is liable to cause excessive deceleration and sudden stopping of the car may cause serious accidents. To overcome this drawback it has already been proposed to stagger the number of brakes which are actuated by using a preselector controlled by the tension of the hauling rope of the car. This tension is equivalent, in normal operation, to the force of gravity acting on the car and which has to be counteracted by the braking forces in order to stop the car, but the indication is not reliable and dependable. The information is rendered false by the inertia effects and/or swinging of the rope and in the extreme case of a car running on a flat section the tractive force may be nil and put the . . ' :
.
" 2~)~ 3~i4~
emergency braking system out of operation. The system is not fail-safe and is not ree from the risk of a dormant failure.
The object of the present invention is to achieve a reliable emergency braking device, preventing excessive deceleration of the car.
SUMMaRY OF IHE INVENTION
The braking device according to the invention is characterized in that the brake latching controls are controlled on the one hand by said incident detector and on the other hand by a controller, receiving a position signal representative of the position of the car on the track gradient and sending a selection signal, when an incident occurs, of a number of brakes determined by the position of the car at the time of the incldent to adjust the deceleration to the conditions of the moment and prevent excessive deceleration of the car.
The invention is based on the observation that the track gradient is genèrally very variable and that this variation is predominant in determining the number of brakes to be actuated.
The other` important factor, which is the weight of the car, varles~ l~ess, ~from 1 to 2 maximum, and can sometlmes be ~`disregarded. The track profile is;well-known and when the fun~icular i~s installed~it~ is stored in the memory~of the controller which thus knows,~for each~position of the car, the track gradient at that location and Lhus determines the number of brakes to be actuated to stop the car without excessive deceleration. It should be noted that this number can be determined once and for all~when installation takes place and can be entered in a table from which the controller selects the number of brakes to be actuated depending on the position of the car. The controller is capable of modifying the braking according to other factors such as the track trajectory or the ;
2~3~4~
proximity of a station or of a turnout section. In these zones, the deceleration imposed is often different.
Operating safety is ensured by duplicating the car position detection system and the controller in a manner well-known to those specialized in the art.
According to an important development of the invention, the controller takes into account the weight o~ the car, this information being supplied either by counting the passengers embarked or by any suitable weighing system. This data is stored at the beginning of each run and is integrated by the controller to select the number of brakes.
Operation of the controller delays transmission of the braking order slightly and this delay, which is always inconvenient, may in some cases be dangerous. To overcome this drawback, a minimum number of brakes, which can under no circumstances give rise to excessive deceleration, are put into operation directly by the incident detector without the controller operating, the latter controlling the complementary braking.
The car position indicator comprises a pulse generator controlled by the movement of the car, for example by the rotation of the wheels, with a reset at the end of each run, other systems being able to be used, notably passage detectors or an integrator controlled by the tachometer generator generally associated with each car.
.
The controller can be of the microprocessor-based electronic type or possibly pneumatic, such processors being well-known to those specialized in the art. The microprocessor carried on-board is capable of performing other tasks, notably alarm or monitoring tasks, and taking part in detecting incidents.
According to a feature of the invention, the microprocessor 6 ~ 6 .. :..
checks whether the deceleration of the car remains within acceptable limits, in particular whether it is not too low for certain positions of the car, and if necessary triggers complementary braking actions. The deceleration or acceleration can be deduced from the speed signal supplied by the tachometer dynamo and the acceptable limits are entered in the memory when installation takes place.
The brakes are preferably of the grip type gripping the rail and equipped with a stack of elastic washers, whose operating safety is well-known, but other brakes can be used. A mechanical or hydraulic latching keeps the grips released and release of this latching can be controlled by electrovalves.
BRIEF DESCRIPTION OF THE DRAWINGS
. .
Other advantages and features will become more clearly apparent from the following description of an illustrative embodiment of -the invention, given as a non-restrictive example only and represented in the accompanylng drawings, in which ~
- Figure 1 is a schematic view of a section of funicular equipped with a braking device according to the invention;
- Figure 2 illustrates the braking device control;
:,"'-:
- Figure 3 illustrates a braking distribution mode on a train with two coupled cars.
DESCRIPTION OF THE PREFERRED EMBODIMENT
In the figures, a hauling rope 10 of a funicular extends in a closed loop between two stations, one of which is the drive station 12. The rope is connected to two cars 16 which run to and fro on a railway 14 having in the middle a turnout section.
, . . . ~, . ... , . ~ ..... . . . .. . . .. .. . . . .
2~
Each car 16 is equipped with several emergency brakes 18 capable of immobilizing the car 16 on the track 14 in the event of an incident, for example a rope 10 breaking. The brake 18 in the form of a grip 20 grips the rail 22 of the track 14 in the braking position by means of the action of a spring 24 formed by a stack of elastic washers, called Belleville spring washers.
The brake 18 is held in the released position, against the force of the spring 24, by a latching formed by a hydraulic jack 26 acting on the grip 20. me jack 26 is connected on the one hand to an accumulator 28 via a limited orifice 30 and on the other hand by a discharge duct 32 to a tank 34. A preselector 36 and an emergency bxaking tripping control 38 are fitted in series in the discharge duct 32, both comprising a slide valve 40 having a closed position of the duct 32 and an open position of the duct 32. A spring 42 biases the slide valve 40 to the open position of the duct 32 corresponding to discharging of the jack 26 and gripping of the track brake 18. The tripping control 38 comprises an electromagnet 44 and the preselector an electro-magnet 46 to move the corresponding slide valve 40 against the spring 42. Excitation of either one of the electromagnets 44, 46 causes the duct 32 to be closed and the brake 18 to be released.
Gripping of the brake 18 requires de-energization of both the electromagnets 44, 46 to open the duct 32 and discharge the jack 26. Two or more jacks 26 can be connected to the same preselector 36, to control two brakes 18 simultaneously, one brake for each of the rails 22. m e braking tripping control 38 can be common to all the brakes 18 of the car 16, by fitting branch ducts 48 which connect this control to other preselectors 36 and arranging the control 38 between the preselectors 36 and the tank 34. Other combinations are conceivable, the same electromagnet 44, 46 actuating for example several slide valves 40 or each brake 18 having its own autonomous control, preselection and tripping being controlled electrically by transmission of electrical signals.
.: .
2 ~
The emergency braking tripping electromagnet 44 is connected to an incident detector 50, schematically represented in igure 1 for example purposes as an anchorage break detector of the hauling rope 10 on the car 16. This detector 50 may be a breakable strip arranged in parallel with the anchoring to break when the connection between the rope and the car is broken. It is clear that the car 16 is equipped with other incident detectors imposed by safety standards or conditions, notably overspeed, running direction change, and rope break detectors, each of them being arranged to de-energize the electromagnet 44 when an incident occurs.
The electromagnet 46 of the preselector 36 is connected to the output 1 of a first controller 52 and to the output 1 of a second controller 54 to be controlled by either of the two controllers 52, 54~ Similarly, the outputs 2 of the controllers 52, 54 are connected to a preselector 36 of another emergency brake of the car 16 as are the outputs 3 or the other outputs which are not shown. The controllers 52, 54, which are identical, both comprise a central processing unit, notably with a microprocessor with a memory, but other types of processors, notably hydraulic or pneumatic, can be used. The input l of the controller 52 is connected to a pulse generator 56 coupled to one of the axles of the car 16, the input l of the controller 54 being connected in the same way to a pulse generator 587 The generators 56, 58 supply the controllers 52, 54 with signals representative of the position of the car 16 on the track 14.
The inputs 2 of the controllers 52, 54 are connected to weighing devices 60, 62 indicating the weight of the car 16. These weighing devices 60, 62 can be strain gauges or any other suitable system or simple counters of the passengers embarked supplying the controllers 52, 54 with signals representative of the weight of the car 16. The ~controllers 52, 54 and the position sensors 56, 58 and weight sensors 60, 62 are duplicated for safety reasons. Each controller 52, 54 comprises memories ` ~0136~6 `
and displays to enter and store the parameters of the funicular, in particular the gradient of the track 14 at the different locations.
The emergency braking device operates as follows In normal operation, all the brakes 18 of the car 16 are released, movement of the car on the track being controlled by the winch 64 located in the drive station 12. When an incident occurs, for example a rope 10 attachment break, the incident detector 50 causes de-energization of the electromagnet 44 of the triggering control 38. The slide valve 40 of this control moves due to the action of the spring- 42 to the open position of the discharge duct 32 to actuate the brake 18 or not depending s~n the position of the preselector 3 6 controlled in the following way by the controllers 52, 54. As the operation of the two controllers is the same, only that of the controller 52 is described hereafter. In the course of movement of the car 16, the pulse generator 56 indicates the exact position of the car to the controller which deduces therefrom by requesting information from the memory or a table the gradient of the track 14 and the number of brakes 18 which have to be selected to stop the car 16 without excessive deceleration. The controller 52 sends preselection signals on one or more outputs 1, 2 or 3 to select one or more brakes 18 or groups of brakes 18 by de-energizing the eIectromagnet 46 and opening the discharge duct 32 of the corresponding brake. When an incident occurs, all the preselected brakes are actuated.
According to the characteristics of the funicular, modulation of the emergency braking in terms of the gradient is sufficient, but the system can be perfected by taking account of other factors liable to influence the movement and deceleration of the car, in particular its weight, this perfection being in some installations indispensable to achieve the above-mentioned , . . . . - ,,,: .:, . : , .
~01~36~16 purpose.
The controller 52 receives on the input 2 a signal representative of the load carried and deduces thererom the total weigh~ of the car. The controller can then calculate the braking force and the number of brakes 18 to be actuated to stop the car 16, knowing that the force F tending to move the car along the track is given by the formula : F = Mg sinoC , M being the weight of the car, g the acceleration due to gravity and oC
the track gradient angle. This data can be stored in memory or entered in a table, when the funicular is erected, to enable the controller to select the number of brakes in terms of the position of the car 16 and of its load by means of a simple information request.
It can easily be seen that the structure of the emergency brakes 18 and the duplication of their control constitutes a dependable system. A connection 64 between the two controllers 52, 54 detects any operating difference which is indicated by any suitable means.
: ~, .
Each car 16 is fitted with its own in-board emergency braking device, but in the case of a train of coupled cars 16, for example two cars harnessed to one another, the emergency brakes ~are advantageously fitted on both cars, their control being common and carried by one of the cars.
: :-The controllers 52, 54 can perform other functions,` notably checking that the doors are closed, that the brakes are off, and monitoring of the speed and/or deceleration. The input 3 of the controller is for example connected to the tachometer generator (not shown) with which the car 16 is equipped. The controller deduces therefrom the accelerations and decelerations of the car and checks that the speeds, accelerations and/or decelerations remain within stored preset limits, depending on the position of - 2~3~6 the car, notably in proximity to a station or a turnout section.
It thus monitors the emergency braking and can select additional brakes if the deceleration is insufficient.
It is always necessary to select a minimum number of emergency brakes to stop the car in the event of an incident, whatever the position and/or load of the car. Preselection by the controllers 52, 54 gives rise to a slight delay in braking and according to the invention certain emergency briakes 18 are not equipped with a preselector 36 and are directly connected to the tripping control 38 in order to avoid any time delay. This number of brakes naturally depends on the characteristics of the installation and in this case the controllers 52, 54 only control the complementary braking.
The control system according to the invention makes selection of the brakes and their control order easy. In figure 3, a train of two cars is represented each having two bogies~ Each bogie axle has associated with it an emergency brake or pair of brakes and the actuation order of these brakes is indicated in the ~igure by the figures l to 8. The first brake selected (1) is that of the most downhill axle, the second (2) the most downhill axle of the uphill car, etc.
m e controller can supervise the wear of the emergency brakes by counting, for example in a simplified system, the number of operations of each brake, and change the selection order to spread this wear. This selection order can be modified to prevent braking on certain sections of the track, for example in the switching zones or curves.
The invention is naturally in no way limited to the implementation mode more particularly described, but extends to any alternative embodiment, notably where the structure of the brakes and/or their control mode are~diEferent, or where the :~
~01364~
, triggering control is integrated into the controller which controls both preselection and triggering either simultaneously or not.
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proximity of a station or of a turnout section. In these zones, the deceleration imposed is often different.
Operating safety is ensured by duplicating the car position detection system and the controller in a manner well-known to those specialized in the art.
According to an important development of the invention, the controller takes into account the weight o~ the car, this information being supplied either by counting the passengers embarked or by any suitable weighing system. This data is stored at the beginning of each run and is integrated by the controller to select the number of brakes.
Operation of the controller delays transmission of the braking order slightly and this delay, which is always inconvenient, may in some cases be dangerous. To overcome this drawback, a minimum number of brakes, which can under no circumstances give rise to excessive deceleration, are put into operation directly by the incident detector without the controller operating, the latter controlling the complementary braking.
The car position indicator comprises a pulse generator controlled by the movement of the car, for example by the rotation of the wheels, with a reset at the end of each run, other systems being able to be used, notably passage detectors or an integrator controlled by the tachometer generator generally associated with each car.
.
The controller can be of the microprocessor-based electronic type or possibly pneumatic, such processors being well-known to those specialized in the art. The microprocessor carried on-board is capable of performing other tasks, notably alarm or monitoring tasks, and taking part in detecting incidents.
According to a feature of the invention, the microprocessor 6 ~ 6 .. :..
checks whether the deceleration of the car remains within acceptable limits, in particular whether it is not too low for certain positions of the car, and if necessary triggers complementary braking actions. The deceleration or acceleration can be deduced from the speed signal supplied by the tachometer dynamo and the acceptable limits are entered in the memory when installation takes place.
The brakes are preferably of the grip type gripping the rail and equipped with a stack of elastic washers, whose operating safety is well-known, but other brakes can be used. A mechanical or hydraulic latching keeps the grips released and release of this latching can be controlled by electrovalves.
BRIEF DESCRIPTION OF THE DRAWINGS
. .
Other advantages and features will become more clearly apparent from the following description of an illustrative embodiment of -the invention, given as a non-restrictive example only and represented in the accompanylng drawings, in which ~
- Figure 1 is a schematic view of a section of funicular equipped with a braking device according to the invention;
- Figure 2 illustrates the braking device control;
:,"'-:
- Figure 3 illustrates a braking distribution mode on a train with two coupled cars.
DESCRIPTION OF THE PREFERRED EMBODIMENT
In the figures, a hauling rope 10 of a funicular extends in a closed loop between two stations, one of which is the drive station 12. The rope is connected to two cars 16 which run to and fro on a railway 14 having in the middle a turnout section.
, . . . ~, . ... , . ~ ..... . . . .. . . .. .. . . . .
2~
Each car 16 is equipped with several emergency brakes 18 capable of immobilizing the car 16 on the track 14 in the event of an incident, for example a rope 10 breaking. The brake 18 in the form of a grip 20 grips the rail 22 of the track 14 in the braking position by means of the action of a spring 24 formed by a stack of elastic washers, called Belleville spring washers.
The brake 18 is held in the released position, against the force of the spring 24, by a latching formed by a hydraulic jack 26 acting on the grip 20. me jack 26 is connected on the one hand to an accumulator 28 via a limited orifice 30 and on the other hand by a discharge duct 32 to a tank 34. A preselector 36 and an emergency bxaking tripping control 38 are fitted in series in the discharge duct 32, both comprising a slide valve 40 having a closed position of the duct 32 and an open position of the duct 32. A spring 42 biases the slide valve 40 to the open position of the duct 32 corresponding to discharging of the jack 26 and gripping of the track brake 18. The tripping control 38 comprises an electromagnet 44 and the preselector an electro-magnet 46 to move the corresponding slide valve 40 against the spring 42. Excitation of either one of the electromagnets 44, 46 causes the duct 32 to be closed and the brake 18 to be released.
Gripping of the brake 18 requires de-energization of both the electromagnets 44, 46 to open the duct 32 and discharge the jack 26. Two or more jacks 26 can be connected to the same preselector 36, to control two brakes 18 simultaneously, one brake for each of the rails 22. m e braking tripping control 38 can be common to all the brakes 18 of the car 16, by fitting branch ducts 48 which connect this control to other preselectors 36 and arranging the control 38 between the preselectors 36 and the tank 34. Other combinations are conceivable, the same electromagnet 44, 46 actuating for example several slide valves 40 or each brake 18 having its own autonomous control, preselection and tripping being controlled electrically by transmission of electrical signals.
.: .
2 ~
The emergency braking tripping electromagnet 44 is connected to an incident detector 50, schematically represented in igure 1 for example purposes as an anchorage break detector of the hauling rope 10 on the car 16. This detector 50 may be a breakable strip arranged in parallel with the anchoring to break when the connection between the rope and the car is broken. It is clear that the car 16 is equipped with other incident detectors imposed by safety standards or conditions, notably overspeed, running direction change, and rope break detectors, each of them being arranged to de-energize the electromagnet 44 when an incident occurs.
The electromagnet 46 of the preselector 36 is connected to the output 1 of a first controller 52 and to the output 1 of a second controller 54 to be controlled by either of the two controllers 52, 54~ Similarly, the outputs 2 of the controllers 52, 54 are connected to a preselector 36 of another emergency brake of the car 16 as are the outputs 3 or the other outputs which are not shown. The controllers 52, 54, which are identical, both comprise a central processing unit, notably with a microprocessor with a memory, but other types of processors, notably hydraulic or pneumatic, can be used. The input l of the controller 52 is connected to a pulse generator 56 coupled to one of the axles of the car 16, the input l of the controller 54 being connected in the same way to a pulse generator 587 The generators 56, 58 supply the controllers 52, 54 with signals representative of the position of the car 16 on the track 14.
The inputs 2 of the controllers 52, 54 are connected to weighing devices 60, 62 indicating the weight of the car 16. These weighing devices 60, 62 can be strain gauges or any other suitable system or simple counters of the passengers embarked supplying the controllers 52, 54 with signals representative of the weight of the car 16. The ~controllers 52, 54 and the position sensors 56, 58 and weight sensors 60, 62 are duplicated for safety reasons. Each controller 52, 54 comprises memories ` ~0136~6 `
and displays to enter and store the parameters of the funicular, in particular the gradient of the track 14 at the different locations.
The emergency braking device operates as follows In normal operation, all the brakes 18 of the car 16 are released, movement of the car on the track being controlled by the winch 64 located in the drive station 12. When an incident occurs, for example a rope 10 attachment break, the incident detector 50 causes de-energization of the electromagnet 44 of the triggering control 38. The slide valve 40 of this control moves due to the action of the spring- 42 to the open position of the discharge duct 32 to actuate the brake 18 or not depending s~n the position of the preselector 3 6 controlled in the following way by the controllers 52, 54. As the operation of the two controllers is the same, only that of the controller 52 is described hereafter. In the course of movement of the car 16, the pulse generator 56 indicates the exact position of the car to the controller which deduces therefrom by requesting information from the memory or a table the gradient of the track 14 and the number of brakes 18 which have to be selected to stop the car 16 without excessive deceleration. The controller 52 sends preselection signals on one or more outputs 1, 2 or 3 to select one or more brakes 18 or groups of brakes 18 by de-energizing the eIectromagnet 46 and opening the discharge duct 32 of the corresponding brake. When an incident occurs, all the preselected brakes are actuated.
According to the characteristics of the funicular, modulation of the emergency braking in terms of the gradient is sufficient, but the system can be perfected by taking account of other factors liable to influence the movement and deceleration of the car, in particular its weight, this perfection being in some installations indispensable to achieve the above-mentioned , . . . . - ,,,: .:, . : , .
~01~36~16 purpose.
The controller 52 receives on the input 2 a signal representative of the load carried and deduces thererom the total weigh~ of the car. The controller can then calculate the braking force and the number of brakes 18 to be actuated to stop the car 16, knowing that the force F tending to move the car along the track is given by the formula : F = Mg sinoC , M being the weight of the car, g the acceleration due to gravity and oC
the track gradient angle. This data can be stored in memory or entered in a table, when the funicular is erected, to enable the controller to select the number of brakes in terms of the position of the car 16 and of its load by means of a simple information request.
It can easily be seen that the structure of the emergency brakes 18 and the duplication of their control constitutes a dependable system. A connection 64 between the two controllers 52, 54 detects any operating difference which is indicated by any suitable means.
: ~, .
Each car 16 is fitted with its own in-board emergency braking device, but in the case of a train of coupled cars 16, for example two cars harnessed to one another, the emergency brakes ~are advantageously fitted on both cars, their control being common and carried by one of the cars.
: :-The controllers 52, 54 can perform other functions,` notably checking that the doors are closed, that the brakes are off, and monitoring of the speed and/or deceleration. The input 3 of the controller is for example connected to the tachometer generator (not shown) with which the car 16 is equipped. The controller deduces therefrom the accelerations and decelerations of the car and checks that the speeds, accelerations and/or decelerations remain within stored preset limits, depending on the position of - 2~3~6 the car, notably in proximity to a station or a turnout section.
It thus monitors the emergency braking and can select additional brakes if the deceleration is insufficient.
It is always necessary to select a minimum number of emergency brakes to stop the car in the event of an incident, whatever the position and/or load of the car. Preselection by the controllers 52, 54 gives rise to a slight delay in braking and according to the invention certain emergency briakes 18 are not equipped with a preselector 36 and are directly connected to the tripping control 38 in order to avoid any time delay. This number of brakes naturally depends on the characteristics of the installation and in this case the controllers 52, 54 only control the complementary braking.
The control system according to the invention makes selection of the brakes and their control order easy. In figure 3, a train of two cars is represented each having two bogies~ Each bogie axle has associated with it an emergency brake or pair of brakes and the actuation order of these brakes is indicated in the ~igure by the figures l to 8. The first brake selected (1) is that of the most downhill axle, the second (2) the most downhill axle of the uphill car, etc.
m e controller can supervise the wear of the emergency brakes by counting, for example in a simplified system, the number of operations of each brake, and change the selection order to spread this wear. This selection order can be modified to prevent braking on certain sections of the track, for example in the switching zones or curves.
The invention is naturally in no way limited to the implementation mode more particularly described, but extends to any alternative embodiment, notably where the structure of the brakes and/or their control mode are~diEferent, or where the :~
~01364~
, triggering control is integrated into the controller which controls both preselection and triggering either simultaneously or not.
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~A
Claims (7)
1. An emergency braking device of a car (16), notably of a funicular, running on an inclined track hauled by a rope, comprising on board the car an incident detector (50), notably of rope break, overspeed and anti-return, to trigger the emergency braking of the car, having a plurality of brakes (18), grips (20) to grip the track, springs (24) acting on the grips (20) to bias the latter to the gripping position and latchings (26) cooperating with said grips to hold them in the set position, ready for braking, control means of said latchings (26) to control them individually and enable modulation of the braking in the event of an incident by selective control of the number of brakes (18) put into operation, a controller (52) to control said brake latching control means (36, 38 ; 44, 46) and a position signal generator (56, 58), said control means being in addition controlled by said incident detector (50) and said controller (52, 54), receiving from said generator a position signal (56, 58) representative of the position of the car (16) on the gradient of the track (14) and sending a selection, signal, when an incident occurs, of a number of brakes (18) determined by the position of the car at the time of the incident to adjust the deceleration to the conditions of the moment and prevent excessive deceleration of the car.
2. The braking device according to claim 1, wherein said controller (52, 54) contains a memory in which the braking characteristics are stored taking into account the track gradient, depending on the position of the car on the track, and the controller questions the memory to obtain the characteristics corresponding to the position of the car at the time of the incident, this position being supplied by the position signal received by the controller, and to select the appropriate number of brakes (18).
3. The braking device according to claim 1, wherein each car (16) comprises two controllers (52, 54) and two position signal generators (56, 58) to select said brakes (18) separately in complete safety.
4. The braking device according to claim 1, moreover comprising a load detector (60, 62) of the car (16) which supplies the controller (52, 54) with a signal representative of the load of the car, said controller integrating the load of the car into the calculation or determination of the number of brakes (18) to be actuated.
5. The braking device according to claim 1, moreover comprising an instantaneous control of a minimum number of brakes, controlled directly by said incident detector (50), said controller (52, 54) selecting the number of complementary brakes.
6. The braking device according to claim 1, wherein the car comprises a pulse generator (56, 58) driven by the movement of the car (16) and supplying said controller (52, 54) with the car position signal.
7. The braking device according to claim 1, moreover comprising a measuring device of the deceleration of the car (16) connected to said controller (52, 54) which continuously compares the deceleration with preset thresholds to actuate an additional number of brakes and trigger complementary braking.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR8904788 | 1989-04-10 | ||
| FR8904788A FR2645482B1 (en) | 1989-04-10 | 1989-04-10 | SAFETY BRAKING DEVICE OF A FUNICULAR |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2013646A1 true CA2013646A1 (en) | 1990-10-10 |
Family
ID=9380613
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002013646A Abandoned CA2013646A1 (en) | 1989-04-10 | 1990-04-02 | Emergency braking device of a funicular |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0392938A1 (en) |
| JP (1) | JPH02290766A (en) |
| CA (1) | CA2013646A1 (en) |
| FR (1) | FR2645482B1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2008119154A1 (en) * | 2007-04-03 | 2008-10-09 | Bombardier Transportation Gmbh | Track brake controller |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101011756B1 (en) * | 2008-10-15 | 2011-02-07 | 정학규 | transporting system using sliding operation by gravity action |
| AT520065B1 (en) | 2017-06-12 | 2022-12-15 | Innova Patent Gmbh | Cable car with locking monitoring of a vehicle |
| CN112299245B (en) * | 2019-07-31 | 2022-04-15 | 比亚迪股份有限公司 | Clamping device and working vehicle for rail beam |
| CN113799804B (en) * | 2021-10-29 | 2023-11-24 | 成都环境工程建设有限公司 | Passenger ground cable car safety protection system |
| CN116714624B (en) * | 2023-07-31 | 2023-11-17 | 金诺矿山设备有限公司 | Mine car for mining |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1252228B (en) * | 1961-03-30 | 1967-10-19 | Pohlig Heckel Bleichert | Control of a suspension cable brake for cable cars |
| US3980158A (en) * | 1973-11-21 | 1976-09-14 | Willy Habegger | Brake apparatus with variable brake force for aerial cableways |
| FR2268675A1 (en) * | 1974-04-24 | 1975-11-21 | Pohlig Heckel Bleichert | Cable railway drive unit brake assembly - with twin hydraulic cylinders movably mounted in brake levers by guide units |
| DE2555952A1 (en) * | 1975-12-12 | 1977-06-16 | Pohlig Heckel Bleichert | ROPE BRAKE FOR A DRIVE OF A LARGE CABIN CABLE CAR |
| FR2446749A1 (en) * | 1979-01-17 | 1980-08-14 | Charbonnages De France | Braking control for mine mono-rail - uses logic gate to control servo limiters from speed sensors |
-
1989
- 1989-04-10 FR FR8904788A patent/FR2645482B1/en not_active Expired - Fee Related
-
1990
- 1990-04-02 CA CA002013646A patent/CA2013646A1/en not_active Abandoned
- 1990-04-02 EP EP90420163A patent/EP0392938A1/en not_active Ceased
- 1990-04-09 JP JP2093827A patent/JPH02290766A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2008119154A1 (en) * | 2007-04-03 | 2008-10-09 | Bombardier Transportation Gmbh | Track brake controller |
| EP2142415A1 (en) * | 2007-04-03 | 2010-01-13 | Bombardier Transportation GmbH | Track brake controller |
| EP2142415A4 (en) * | 2007-04-03 | 2013-01-16 | Bombardier Transp Gmbh | Track brake controller |
| US8473129B2 (en) | 2007-04-03 | 2013-06-25 | Bombardier Transportation Gmbh | Track brake controller |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2645482A1 (en) | 1990-10-12 |
| JPH02290766A (en) | 1990-11-30 |
| FR2645482B1 (en) | 1996-05-15 |
| EP0392938A1 (en) | 1990-10-17 |
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