FR2611192A1 - Safety device for lifting winches - Google Patents

Abstract

The invention relates to a device for detecting in an ultra fast manner a breakage of the lifting mechanism and for applying braking with a progressivity rate which is inversely proportional to the load, the assembly being intended to prevent a load from free falling without damaging the winch. It consists of a braking disc 1 on a drum, hydraulic clamps 2, a motor-driven pump 3, a protection switch box 4, a modular block for hydraulic distribution 5, a pressure sensor 6, a load sensor 7, voltage generators with magneto-resistive sensors MRS 8 and 9 and an electronic rack 10 having detection and control functions. It is provided with a memory and with an automatic simulation system. The device according to the invention is particularly intended for critical sites such as nuclear power stations, nuclear fuel processing plants, metallurgical complexes, chemical industries, arsenals and harbour installations.

Description

 The present invention relates to an autonomous device, responsible for monitoring the operation of hoisting winches and avoiding with a very high degree of safety the free fall of the load, which could occur in case of failure of the equipment.

 In conventional versions, the hoist winches are composed of one or two drums with hauling, a mechanical speed reducer with gears, a drive motor and a service brake.

 The running safety of the winches is improved by the addition of a safety brake on each drum. Following the current technical state, the safety brake is composed of a disc, bolted to the drum and tightened when braking by one or two electro-magnetic or hydraulic clamps. Braking is caused by an overspeed detector.

 This simple device has four disadvantages. In the first place the safety braking is applied with a constant torque, without taking into account the importance of the load. Or-the braking torque - is divided into two components, one to hold and brake the load, the other to slow the lifting movement. The first one is directly proportional to the load, while the second depends on the inverse inertia of the kinematic chain of the Lifting movement. ~ This last component defines the angular deceleration of the kinematic channe. A strong load absorbs, during the braking period, the largest part of the nominal torque and the movement slowly slows down. On the other hand, in the case of low load, and even more so when empty, the largest part of the torque is allocated to reverse inertia. In this case the movement slows down suddenly and the mechanical components and in particular the gears are subjected to very high stress, to go, if necessary, until breaking.

 In the second place, the activation of the safety braking is based solely on overspeed control, caused for example by failure of the service brake. In this case there is no free fall of the load; because the inverse inertia of the kinematic chain limits the accelerations'. On the other hand, when there is a break in the kinematic chair, caused for example by broken teeth, a shaft or a coupling, there is indeed a free fall of the load with accelerations much greater than that caused by a In this case it is necessary to detect the fault very quickly, otherwise there is a risk of breaking the cable or exceeding the critical speed threshold, from which it is no longer possible to stop the load.

 Third, the simple device in the conventional versions is not equipped with fault simulation equipment. Therefore it is not possible to control the efficiency of the safety brake, nor the reliability of the overspeed detection system. One can only rely on the probability of action in the event of a failure of the lifting equipment. However, in the classic versions, the action of the safety brake is exceptional, reserved exclusively for the state of emergency. In this case, the probability of action can be greatly reduced by long-term pre-immobilization.

 Finally, fourthly, the simple device in the conventional versions does not have a memory of the characteristics of a free fall of the load. It follows that the expert, who must determine the causes and effects of a driveline break, does not have any essential elements of judgment.

 The device according to the invention makes it possible to remedy these four disadvantages. First, the braking is made progressive. The rate of progressivity is established inversely, of the load. As a result, the safety braking does not have the slightest destructive effect on the components of the driveline.

 Secondly, the device according to the invention comprises, apart from the detection of the overspeed, a high-speed electronic detection system of kinematic chain break.

 Thirdly, all elements of the braking system and the fault detection system are verifiable and adjustable by simulation.

 And fourthly, the device according to the invention includes functions for storing and reproducing the characteristics of a defect, the detection thereof and the braking of the load, which would result.

 The composition of the assembly of the device according to the invention is provided by FIG. 1. This assembly is intended for a winch with two drums.

 I1 comprises two braking disks (1), in two parts, respectively bolted to the flange of each drum, four hydraulic grippers (2), at the rate of two grippers per brake disc, a hydraulic pump (3), mounted on a reservoir , an electrical box for protecting the pump motor assembly and supply (4), a modular hydraulic distribution unit (5), a pressure sensor (6), a load sensor (7), a generator with magneto-inductive sensors CMR (8), coupled to the drive motor of the winch, two voltage generators of the same type (9), respectively coupled to each brake disc, an electronic rack (10), with functions of detecting, processing and storing faults, as well as the functions of establishing the proportionality between the braking rate and the load.

 The description of the device according to the invention comprises four parts, the progressive braking in inverse function of the load, the ultra-fast detection of a kinematic chain break, completed with an overspeed detection, the simulation system of the functions and the system for storing and reproducing the characteristics.

 These four parts are developed successively.

1. PROGRESSIVE BRAKING IN REVERSE FUNCTION OF THE LOAD, FIGS. 2 to 12.

 The braking force, applied to the disc, is generated by springs, arranged inside the clamps. In the hydraulic version, outside the braking periods, these springs are compressed by hydraulic cylinders, internal to the clamps. Depending on the size of the clamps, the thrust of the cylinders is obtained by means of a high or a low hydraulic pressure.

 The safety braking is carried out by discharging the hydraulic circuits. If we slow down the discharge of these circuits, we obtain a progressive braking torque.

 Two systems are presented according to the invention, a system called discontinuous progressivity, based on the principle of the distribution of the load in two or more levels and a system, called continuous progressivity, based on the principle of the continuous relationship of time discharge of the hydraulic circuits in inverse function of the values of the load. Both systems are described successively.

 1.1. DISCONTINUOUS BRAKE PROGRESSIVITY SYSTEM, FIGS. 2-10.

 According to this system, the slowdown of the discharge of the hydraulic circuits is obtained by the insertion of adjustable brake valves. These brake valves are put into service via electro-distributors.

 It is therefore a question of putting the load in relation with the electro-distributors.

 For this, the load is divided into levels. The number of levels depends on three criteria, the importance of the inverse inertia of the lifting kinematic chain, the permissible stress rate on the mechanical elements of the winch and the nominal braking distances allowed.

 Moreover, the different rates of progressive braking are divided into ranges. The number of tracks is equal to the number of levels plus one. Figure 2 shows the solution at 2 levels and 3 ranges, while Figure 3 shows the solution at 5 levels and 6 ranges. The higher the number of levels and ranges, the lower the stress ratios and braking distances.

 In both cases, the device according to the invention comprises two braking paths, each serving two clamps. According to this technique, the first lane serves two clamps, mounted symmetrically in the lower position, one clamp per drum and the second lane two clamps mounted symmetrically in the upper position, also one clamp per drum. The number of hydraulic tracks, drums, clamps, load levels, or progressivity ranges does not affect the nature of the invention.

 The discontinuous braking progressivity system comprises four operational functions, FIGS. 2 to 6, and three safety functions, FIGS. 5 to 8 and FIG.

 The operational functions are successively called electronic weighing of the load, electronic thresholds of the load levels, circuits of control of the electro-distributors and hydraulic circuits of variation of discharge of the pressure.

The safety functions are named in order, minimum load voltage, maximum gap between load sensing channel voltages and proportionality between the braking rate and the load.
These two categories of functions are developed successively.

 1.1.1. The operational functions.

1.1.1.1. Electronic weighing of the load, Figures 2 and 3.

 The role of the load-weighing module is to establish a reference voltage VM, proportional to the load M. The module comprises a load sensor (1) and a precision amplifier (2). The load sensor consists of Wheatstone bridge-mounted strain gauges inside an axis. This axis serves as articulation at the fixed point of the hauling of the winch.

 The sensor sends a voltage signal, proportional to the load.

This signal is amplified to obtain the reference voltage VM of the electronic module. This voltage varies linearly from 0 to 10 volts depending on the load.

 If the fixed point of the hauling is provided with a balance, it is possible to arrange two extensometric axes and thus to create two load weighing channels, which increases the safety of the device. Figure 2 shows the 2-way solution with the load sensors (1) and (3) and the precision amplifiers (2) and (4), while Figure 3 shows a 1-way solution with the load sensor (1) and the precision amplifier (2). There is, of course, no objection in this case to providing for two routes as well.

1.1.1.2. Electronic thresholds of charge levels, Figures 2 and 3.

FIG. 2 represents 4 electronic threshold detectors (5) to (8) distributed over two channels. The two detection channels respond to two charge levels N1 and N2. Depending on the value of the load M, translated into VM, it will be placed in one of the following 3 ranges:
range 1: VM (N1
range 2: N <VM <N2
range 3: VM. N2
Figure 3 shows 5 threshold detectors (3) to (7). The single charge detection channel responds to 5 levels of adjustment N1 to N5. The voltage VM, proportional to the load M, will be placed in one of the following 6 ranges:
range 1: VM (N1
range 2: N1 (VM (N2 range 3 N2 N, <VM <N3
range 4: N3 C VM (N4
range 5: N4 <VM <N5
range 6: VM> N5
In both cases, it is a question of communicating the information of the range to the control system of the electro-distributors.

1.1.1.3. Control circuits for electro-distributors, Figures 2 to 6.

 According to Figure 2, the two braking paths are each provided with a fast discharge circuit and a slowed discharge circuit. The combination of these circuits can ensure the rates of the 3 braking ranges.

In fact, the following configurations satisfy the conditions of the ranges: range 1: VM <N1 # idle discharge of channels 1 +2
range 2: N1 <VM <N2 # fast off channel 1 and slowed down channel 2
range 3: VM> N2 # fast discharge channels 1 + 2.

What is written in clear according to Figure 2:
range 1: VM <N1 # excitation A (X2) + C (Y2) range 2: N1 <VM <N2 # excitationB (X1) + C (Y
2: N1 <VM <N2 # Exitation B (X1) + C (Y2)
range 3: VM> N2 has excitation B (X1) + D (Y1).

These configurations are obtained by relaying (9) to (11).

 According to Figure 3, the two hydraulic channels are provided with 4 circuits in parallel, including a fast discharge circuit and 3 discharge circuits slowed. In this case, the combination of the two channels can ensure the progressivity rates of the 6 braking ranges.

Indeed, the following configurations meet the conditions of the ranges:
range 1: VM <N1 # discharge strongly slowed lanes 1 + 2
range 2: N1 <VM <N2 3 discharge slowly slowed down lane 1, strongly
slowed way 2
range 3: N2 <VM <N3 # slightly slowed down discharge lanes 1 + 2
range 4: N3 (VM <N4 => fast discharge channel 1, strongly slowed down
lane 2
range 5: N4 <VM <VM <N5 # fast discharge channel 1, slightly slowed
lane 2
range 6: VM> N5 # rapid discharge channels 1 + 2.

What is written in clear:
range 1: VM <N1 # excitation B (X1) + D (X3) + F (Y1) + H (Y3)
range 2: N1 <: VM <N2 # excitation A (X2) + D (X3) + F (Y1) + H (Y3)
range 3: N2 <VM <N3 # excitation A (X2) + D (X3) + E (Y2) + H (Y3) range 4: N3 <VM <N4 # excitation A (X2) + C (X4) + F (Y1) + H (Y3)
range 5: N4 <VM <N5 # excitation A (X2) + C (X4) + H (Y3)
2 5: Nq <VM <N5 3
range 6: VM> N5 # excitation A (X2) + C (X4) + E (Y2) + G (Y4).

These configurations are obtained by relaying (8) to (13).

 The same effect can be obtained by a combinatorial logic. According to FIG. 4 at 2 load levels and 3 braking progressivity ranges, the comparator (1), followed by the inverter (2), makes it possible to select the reference voltage VM1 or VM2. In fact, for safety reasons, it is advantageous to have the load, whose voltage is the highest, act. Moreover, thanks to this selection, the system still functions properly when, if necessary, one detection channel out of two had just failed.

The two threshold detectors (3) and (4) make it possible to fix the two load levels. Subsequently, the solenoids of the electro-distributors A,
B, C and D are selectively powered by the combinational logic (5) and the power switch (6).

According to FIG. 5 with six progressivity ranges, the digital system selects the reference voltage VM, by means of the comparator (1) and the inverter (2), the highest value among the load-weighing voltages.
VM1 or VM2. The selected value is sent to the analog / digital converter
CAN (3). The combined digital value is sent to the register (4), stabilized by the "start, start, brake" information from the lifting movement. According to the numerical value of the reference voltage, the corresponding progressiveness range is retained by the decoder (5) among the 6 predicted ranges. The power supply of the electro-distributors, four to four among the marks A to H, is provided by the combinational logic (6) and the power switch (7). Figure 6 shows the contents of the combinatorial logic.

1.1.1.4. Discharge variation hydraulic circuits, Figures 2 and 3.

 These circuits connect the brake clamps to the hydraulic pump via a filter, an accumulator and an electro-distributor.

The device according to the invention comprises slow-release derivative circuits, comprising adjustable X and Y braking valves, mounted upstream of the electro-distributors, so that they serve as dampers in the case of rapid discharge. The electro-distributors (12) and (13) of FIG. 2 or (14) to (17) of FIG. 3 are of the bistable type. The chosen position is checked.

Thus a power failure can not change the position previously established.

 1.1.2. Security functions.

1.1.2.1. Minimum charge voltage, figure 7.

 By imposing a minimum VM voltage at zero load, the operation of each load sensing channel is individually controlled.

This minimum VM voltage can correspond to the tare, represented by the hauling and the lifting hook. In this case, it is sufficient to adjust the amplifiers (2) and (4) of Figure 2 or (2) of Figure 3 with a relative zero corresponding to this tare.

 According to FIG. 4, the minimum voltages VM1 and VM2 are communicated to the respective threshold detectors of the two channels (1) and (2) of the two-level charge system. In the case of absence of minimum voltage VM, a signaling (3) and (4) is caused by the respective threshold detectors. If there is only one charge detection path, as is the case in FIG. 3, the control is limited to a threshold detector (1), followed by a signaling (3).

1.1.2.2. Maximum gap between load sensing channel voltages,
figure 7.

 The presence of a minimum voltage VM does not eliminate the risk of disturbance of the amplifier of a channel. This possible disturbance is observed by measuring the difference between the individual voltages VM1 and VM2. If this deviation exceeds a preset value, the fault of the channel, whose voltage is the lowest, is signaled. This difference is obtained by injecting the two voltages VM1 and VM2 at the input of a comparator.

 Since the comparators are directional, in the two-level system, FIG. 4, a comparator (5) serves to indicate the possible defect of the channel 2, and a comparator (6) to indicate the channel 1. In the case of exceeding the difference allowed, a signaling (7) and (8) informs the track remained late compared to the other. In the five-level system of Figure 3, there is only one path represented. Therefore, there is no deviation detection system represented. Since there is no incompatibility between the number of hydraulic brake lanes and the number of load levels, the gap detection system is introduced as soon as there are two lanes.

1.1.2.3. Proportionality check between the braking rate and the load,
Figures 5, 6, 8, 9 and 10.

 The correspondence must be established between the progressiveness range and the level of the load. Any other combination must be considered as a defect. The lock between the level of the load, represented by VM at the output of the amplifier, and the range of progressive braking, materialized by the configuration of the electro-distributors, is achieved in two ways, either by an analog system or by a digital system.

 1.1.2.3.1. Analogue counter system, Figures 8, 9 and 10.

In the analog system, considering the configuration with 3 braking ranges, FIG. 8, three comparators (1) to (3) come into action, with one comparator per braking progressivity range. The reference voltage
VM of the comparators is provided by the amplifiers of the load weighing.

Since two load sensing channels are provided, the largest voltage among VM1 and VM2 is selected at the input.

The reference voltages VM1 and VM2 are processed by the threshold detector relays (4) to (9). As soon as the condition of the charge level is fulfilled, the corresponding relay sends the reference voltage VM to one of the comparators (1) to (3). The reference voltage V is compared with
This voltage is obtained either by summing the voltages delivered at the resistance terminals introduced into the supply circuits of the control solenoids of the electro-distributors, or by the summation, after amplification, of the voltages delivered by magneto-resistive sensors. In both versions, the summation of the voltages, performed by the relays (7) to (9) of FIG. 8, balances the comparator concerned insofar as the configuration of the electromagnet excited solenoids corresponds to the load levels of the diagram. . If, after a reasonable delay, the comparator is not balanced, the latter would cause a fault signaling (10) to (12) via its threshold detector.

 The second version has the advantage over the first of physically controlling the position of the drawer inside the bistable electro-distributors. Indeed according to Figure 9, a polyurethane casing (1) is fitted on the body of each of the two solenoids of the electro-dispenser. It is maintained by means of a seal (2).

 The detector housing contains two half-moon permanent magnets (3), a polyurethane inner ring (4), a bottom (5) with a connector (6) and circlip (7), a piston polyurethane diver (8) with two masks (9), also in polyurethane, two guide plates (10) and a compression spring (11). Two magneto-resistive CMR sensors (12) are arranged between the poles of the two permanent magnets.

 In the non-energized position of the solenoids of the electro-distributor, the drawer of the latter pushes the plunger (8) inside the boltier (1), entrancant the masks (9), which cover the magneto-magnetic sensors. resistive (12). The partial reduction of the magnetic field between the blades causes a drop in the voltage, delivered by the sensors.

 The opposite phenomenon occurs when one of the two solenoids is energized. The drawer of the electro-distributor moves inwards and the spring (11) pushes the plunger (8), driving the masks (9).

The magnetic field between the poles is restored and the voltage delivered by the sensors rises. This voltage of a few millivolt is of course amplified by an electronic amplifier
The conversion system load level / progressive braking implemented, the conditions specific to each range can be summarized as well.

In range 1, the reference voltage VM must be lower than level 1 of the load. This condition is noted by the relay (4) of FIG. 8. The setpoint voltage VcO must confirm the excitation of the solenoids (A + C), whose condition is fulfilled by the relay (7). In range 2, the reference voltage VM must be between levels 1 and 2 of the load. This condition is noted by relay (5). The set voltage V must confirm the excitation of the solenoids (B + C), the condition of which is
Oc filled by the relay (8). In range 3, the reference voltage VM must be greater than level 2 of the load. This condition is noted by the relay (6). The setpoint voltage VcO must confirm the excitation of the solids noides (B + D), whose condition is fulfilled by the relay (9).

 Thus two basic concepts, CONFIGURATION and ORDER OF SIZE come into play in this automatic examination of compatibility between the degree of progressive braking and the level of the load.

 Considering the configuration with 6 braking progressivity ranges, FIG. 10, the six comparators (1) to (6) perform their function in a similar manner to those of the previous configuration. In this case the evolution is based on the existence of a single path of charge detection.

In the context of the invention, it is obvious that the system adapts perfectly to the possibility of two load detection channels. In the latter case, for obvious security reasons, the reference voltage
VM, represents the highest value, retained between the voltages equivalent to the load, VM1 and VM2.

Thus the locking between the braking progressivity rate and the level of the load is achieved through the six ranges of the system as follows:
In the range 1, the comparator (1) receives the reference voltage
VM thanks to the relay (7), which checks the condition VM <N1. Furthermore, it receives the set voltage V after verification of the supply of solenoids B + D + F + H by the relay (13), via one of the two versions of voltage pickup, previously exposed. The formulation can be presented as follows: VM # Relay (7) (VM <N) # Comparator (1)
V -> relay (13) (B + D + F + H) 3 comparator - (1)
co
If V1> Vco + # V1 d> fault signaling P.100% (19), that is to say that the conditions are not met to obtain 100% braking progressivity.

The formulas of the other ranges can be written in the same way: range 2: VM # relay (8) (N1 <VM <N2)> comparator (2) V # relay (14) (A + D + F + H) # comparator (2)
co
If VM <Vco or VM <Vco + "V2 # fault signaling P. 80% (20) range 3: VM # relay (9) (N2 <VM <N3) # comparator (3) V # relay (15) (A) + D + E + H) 4 comparator (3)
co
If VM <Vco or VM> Vco + V3 - fault signaling P.60% (21)
Oc range 4: VM # relay (10) (N3 <VM (N4) 3 comparator (4) V o # relay (16) (A + C + F + H) # comparator (4)
Oc
If VM <Vco or VM> VCo + AV 9 fault indication P.40% (22)
co 4 range 5: VM # relay (ll) (N <VM <: N5) # comparator (5)
4
V is relay (17) (A + C + E + H) Rx comparator (5)
co If VM => VCo or VM> V + # V5 - fault signaling P.20% (23)
Oc range 6: VM # relay (12) (VM> N5) 4 comparator (6) V # relay (18) (A + C + E + G) - comparator (6)
Oc
If VM <Vco or VM <Vco + # V6 = fault signaling P.0% (24).

 1.1.2.3.2. Digital control system, Figures 5 and 6.

In the digital system of FIG. 5, the reference voltage V
co is formed in two ways, either by the summation of the currents, traversing the resistors (8), introduced into the supply circuits of solenoid solenoid control electro-distributors, or by summation, after amplification, the voltages, delivered by magneto-resistive sensors, Figure 9, the description of which occurred in the previous paragraph.

According to the configuration with 6 braking ranges, FIG. 5, the voltages at the resistance bays or the sensor voltages, relative to the solenoids
A to H, are sent on the converter (9) to obtain the choice of the progressivity range. The retained range is processed by the encoder (10), then the corresponding numerical value is transformed into a set voltage V
co by the digital-to-analog converter (11). The set voltage V
co is compared to the reference voltage VM within the window comparator (12). There is a fault only if V <(1 - b) .VM or Vco> (1 +) .VM. The
The current summation solution (8) and the contents of the converter (9) are shown in FIG.

 1.2. CONTINUOUS BRAKE PROGRESSIVITY SYSTEM, FIGS. 11 and 12.

 The discontinuous braking progressivity system has advantages if the number of load levels and progressiveness ranges is reduced. The operation of the system, the adjustment of the load levels and the control of the braking progressiveness are simple. On the other hand, from a certain number of load levels and progressiveness ranges, the system becomes complicated and the sensitivity of the progressiveness control of braking, in function inverse to the load, increases rapidly.

 In this case, it is better to choose the progressive braking system. This system comprises three parts, the servo-valve for adjusting the hydraulic discharge of the braking circuits, the drive servomotor with the control electronics and the electronic control of the proportionality between the braking progressivity and the value of load.

 1.2.1. Hydraulic discharge servo valve, figure 11.

 The servo valve is composed of a metallic body (1) of square internal section at constant volume. It is closed at the low pressure end by a bottom (2), comprising a sealed ball bearing cage (3). The sealing of the bottom relative to the body is provided by an O-ring (4).

A drawer (5) with square outer section can be translated inside
in the body. The tightness of the drawer relative to the body is achieved at
means of polyurethane joints (6) with a low coefficient of friction. The
inner drawer section is cylindrical, with double thread
not for the translation of it. The drawer is driven by the rotor (7),
provided with a double thread. The first is for training, the second for
the hydraulic discharge of the circuits, that is to say making it possible to pass
oil from the upper chamber to the lower chamber of the body. The tor is supported
by the rolling of the bottom. The volume, encompassed by the body of the servo valve,
remains constant.If we want to increase the braking progressivity, it suffices
move the drawer back by rotating the rotor clockwise.

The length of the discharge channel of the drawer increases and at the same time
the volume of oil in the upper chamber becomes larger compared to
that of the lower chamber of the body. The resultant of progressivity is expressed
by a relation of the second degree. If we want to reduce the progressiveness of
braking, simply advance the drawer by rotating the rotor in
the trigonometric sense. The length of the discharge channel of the drawer decreases
and at the same time the volume of oil in the upper chamber becomes less
important than that of the lower chamber of the body. The result of progressivity
braking is always expressed by a relation of the second degree.

The rotor is driven by a stepper motor (8). At the stop the position
engine is locked.

1.2.2. Control electronics of the rotor drive motor, figure 12.

The reference voltage VM, serving as input to the control system
of the stepper motor, is provided by the respective voltages of the two paths
load weighing, VM1 and VM2. The comparator (1) chooses the positive value
the higher of the two voltages and sends it via the inverter (2) to the con
Analog / Digital Flasher (3). The numerical value, formed by the 8
output bits of the converter, allows 256 combinations at the registry entry
(4). The stability of it is ensured by the information "startup,
walking, braking 'from the lifting movement. The conversion memory
exponential (5) chooses the braking progressivity point Y based
the value of the load X.The value of Y of the random function Y = f (X),
expressed in numerical value A, is compared within the comparator (6) at the
value B, formed by the digital position encoder of the slide (7).

If A is greater than B, the braking progressivity must be reduced. This reduction is controlled by the logic (8), which orders the rotation of the stepping motor (9) in the trigonometrical direction. The clock (1Q)
of the logic (8), controlled by the oscillator (11), will continue the rotation of the stepping motor (9) until the equality A = B. At this moment
the door (12) blocks the clock and the rotation movement stops. So that
the load-balancing voltages VM1 and VM2, sensitive to the dynamic effect, can not modify the value of B, the clock is blocked during the transient phenomena of the lifting movement.

The opposite happens of course, if A is less than B. In this case
case, the logic (8) orders the rotation of the stepping motor (9) in the direction
schedule. The clock (10), the oscillator (11) and the interlocking door (12) inter
come in the same way as above to increase the rate of progressivi
braking tee.

1.2.3. Electronic control of proportionality between progressivity
braking force and the value of the load, figure 12.

The numerical value B of positioning of the stepper motor (9) is
addressed to a conversion memory (13) of the type X = f (Y). The numeric value
X is sent to the digital-to-analog converter (14) to obtain
the output voltage Vco> which can be compared to the voltage
VM reference in the window comparator (15). Through the window, the
Setpoint voltage VcO can vary in the interval of two thresholds. There is "fault" signaling via the door (16), where voltage V is lower
this
the minimum threshold of the load or greater than the maximum threshold thereof.

 2. ULTRA-RAPID DETECTION OF A CINEMATIC CHAIN BREAK.

In case of breakage of the kinematic chain of the lifting movement,
there is a free fall of the load with accelerations determined by the attractiveness
terrestrial The accelerator coefficient is limited by three factors,
the yield of the residue of the chain, the moment of inverse inertia of the same residue
and the impact of the air layer under the load.

Despite these reducing factors, the acceleration is still very high
to the point that it is necessary to envisage an ultra-fast detection of the defect, of the order
0.1 seconds and a resolute application of the brake with a response time
not exceeding 0.25 seconds for the load to be stopped. In the case
otherwise, there is a risk of cable breakage or critical threshold
speed, from which it is no longer possible to stop the load.

 The device according to the invention takes into account these requirements. It consists of four parts, first of all the actual detection of the defect, then the processing of the information, followed by the action on the hydraulic brake control system and finally the monitoring of the voltage generators.

 2.1. FAULT DETECTION SYSTEM, Figure 13.

 The detection system can be realized by means of a tachogenerator coupled to either the lifting drum or the brake disc.

This generator provides a voltage, proportional to the speed of rotation of the drum or brake disc. This solution has the disadvantage of providing a voltage signal, affected by parasites, created by the friction of the brushes and switching. The precise processing of the information requires a filtering of the signal. The introduction of a filter causes the increase of the response time, which constitutes an action contrary to the desired goal.

To avoid this major drawback, the ultrafast fault detection device according to the invention is made by four magnetoresistive sensors (CMR), according to FIG. 13. The sensors (1) are stationarily and symmetrically arranged between the two poles of two permanent magnets (2). Two disks of non-magnetic material (3) are introduced between the poles of the magnets and the magneto-resistive sensors. If the disks are central born by the lifting movement, they become the seat of a current of
Foucault, created by the presence of the magnet. This current is proportional to the speed of the disc. This same current creates a magnetic field, deforming the initial field. The magneto-resistive sensors are introduced between the discs in such a way that they perceive a magnetic field whose value constitutes the vector sum of that created by the magnet and that generated by the eddy current of the discs, proportional to speed. As a result, the magneto-resistive sensors will provide a voltage in mV, proportional to the speed. This voltage is amplified by an electronic amplifier.

The gain adjustment of the amplifier makes it possible to adapt the speed / voltage transfer coefficient. The zero setting of the amplifier is used to suppress the voltage component created by the magnetic field of the magnet.

Thanks to the presence of 2 pairs of sensors, one pair operating in the "up" direction of the lifting movement, the other in the "downhill" direction, there is a quadruple security.

 The disks of the device according to the invention are coupled to an elastomer gear (4). This wheel is driven by a toothed envelope, also elastomer. This is reported on the perimeter of the brake disc. This solution avoids the introduction of a mechanical speed multiplier. In addition, the generator is mounted on dampers (5). All of these provisions makes the system insensitive to mechanical vibrations of the winch.

2.2. TREATMENT OF REFERENCE AND SETPOINT VOLTAGES, FIGURES 14 AND 15.

 The device according to the invention makes it possible to process the information coming from the sensors of a winch with two drums, according to FIG.

 By coupling a generator with magneto-resistive sensors (1) is obtained at the output of the amplifier (2) a reference voltage VMO, proportional to the speed of the motor.

 Generators with magneto-resistive sensors (3) and (5), driven by the braking disks, supply at the output of the amplifiers (4) and (6) respective reference voltages VT1 and VT2. The characteristics of these voltages are compared permanently, either with each other or with the characteristics of the reference voltage VMO. These comparisons take place, both in the direction - "rise" of the load, that in the direction "descent" of that. In the direction "descent" of the load, the comparison takes place at five levels by the measurement of the the deviation of the voltages VT1 and VT2, compared with each other and with respect to the reference voltage VMO, then by measuring the deviation of the first derivatives of the voltages VT1 and VT2, compared with each other and with the derivative of the voltage reference VMO, finally by comparing the second derivative of the voltages VT1 and VT2 with respect to a standard value.

 In the "up" direction of the load, the possible breakage of the kinematic chain takes place by checking the signs of the two setpoint voltages VT1 and VT2. Indeed, by convention the reference and reference voltages are affected in normal operation of the negative sign "down" and positive "up".

 In the "downward" direction of the load according to FIG. 15, the control of the deviation of the setpoint voltages VT1 and VT2, obtained by comparison thereof with each other, takes place by the analog comparator (1) according to FIG. TTTVII | VT2 | | VT2 | - In normal operation, the comparator establishes equality | VT1 | = | VT2 | = | VT2 |. As soon as the kinematic chain break occurs at one or the other lifting drum, the speed increases abruptly and the corresponding target voltage, VT1 or VT2, becomes greater than that of the other one. drum, remained in working order. As a result, the comparator (1) causes the activation of one of the two control chains, respectively assigned to the digital letters F and H.

 Controlling the deviation of the setpoint voltages VT1 and VT2 from the reference voltage VMO takes place by the two analog comparators (2) and (3), according to the respective expressions 1VT11> 1VMO and | VT2 | > | VMO | IVMOI.

In normal operation, the comparators note the equalities IVT1I = IVMOI and IVT, I IVMOI. = | VMO |. As soon as the kinematic chain break occurs at one or the other lifting drum, the corresponding target voltage, VT1 or VT2, immediately becomes higher than the reference voltage.
VMO, as a result of the sudden increase in the speed of the drum. As a result, the comparator (2) or the comparator (3) causes one of the two control channels to be activated, respectively assigned to the digital digit 3 or the digital letter A.

 Comparing the derivatives of the setpoint voltages VT1 and VT2 with each other and with respect to the derivative of the reference voltage VMO, has the advantage of being even faster than the comparison of the deviations. Indeed, in the first case we compare the respective velocities proportional to the voltages, in the second case we compare the derivative velocities, that is to say accelerations. If the accelerations of the hoist motor are governed by the regulation, those of the drums in rupture are determined by the importance of the load. The difference between the values is noted quickly.

For this purpose, the system has three differentiators (4), (5) and (6), analogically performing the first respective derivatives of the reference voltage d (VMO) / dt and the two setpoint voltages d (VT1 ) / dt and d (VT2) / dt.

After filtering the signal by the filters (7) to (9), comparisons are made of the voltage derivatives in the comparators (10) to (12) to obtain the relations in the event of a fault: d (VT1) / dt> d (VT2) / dt or d (VT2) / dt> d (VT1) / dt and in the case of a comparison with the reference voltage: d (VTl) / dt> d (VMO) / dt or d (VT2) / dt; > d (VMO) / dt The observed inequality controls the corresponding chain of activation of the brake, that of the first drum, affected in the first case of the letter L and in the second case of the number 2, that of the second drum, assigned in the two respective cases of the letters M or C.

 The overspeed setting in free fall is assigned starting from a progressive accelerator coefficient. Therefore, the velocity curve starts with a curved part, governed by a second degree relation, whose parameter is in principle constant, because it depends on the 3 criteria mentioned above, the yield of the residue of the lifting movement, the inverse moment of inertia of this residue and the impact of the air layer under the load.

 The parameter of the relation is obtained by the second derivative of the voltage, that is to say the derivative of the acceleration of the load. The parameter of the overspeed curve is of course greater than that of the speed curve, governed under normal circumstances by the regulation.

 I1 just materialize the latter parameter by a voltage level and compare the first parameter to this voltage to see the free fall of the load. This is done by first looking for the respective second d2dri d2 (VT1) / dt 2 respective d (VT1) / dt and d2 (VT2) / dt by the differentiators (13) and (14), filtering the voltages by the filters (15) and (16) and by comparing the values with respective parameters A and B by means of the comparators (17) and (18), provided with adjustable voltage thresholds A and B. In case of imbalance, expressed by d2 (VT1) / dt> A for the first drum and by d2 (VT2) / dt> B for the second drum, the comparator concerned causes the actuation of one of the two control chains, respectively assigned digital numbers 5 and 9.

 The five previous controls are assigned to the "down" direction of the lifting movement. They are validated in this way. The voltages, provided by the magneto-resistive sensor generators (1), (3) and (5), followed by the amplifiers (2), (4) and (6) of FIG. 14, are negative. Since only the absolute value of these voltages is interesting for the aforementioned controls, the negative sign is reversed by the 3 amplifiers-1 / + 1, (19), (20) and (21). Furthermore, in the event of a free fall of the load, the speed of this load can reach 20 to 30 times the nominal speed, thus increasing the target voltage of the drum at break of chain. Therefore, to protect the control electronics, it is necessary in the monitoring position to provide voltage reducers (22) to (24).

 In the "up" direction of the lifting movement, the control of the kinematic chain break is exerted by a sign reversal system. For this purpose, the setpoint voltages VT1 and VT2 are addressed to the comparators (25) and (26), assigned their sign, is positive in the "up" direction. lifting movement and negative in the "downhill" direction. If the voltages are positive, there is no fault statement. On the other hand, if the voltages become negative, it is necessary to inhibit the system by a signal "descent" coming from the lifting movement. If this signal is absent, which is indeed the case in the "up" direction, and one of the two setpoint voltages, VT1 or VT2 becomes negative, there is chain break at the corresponding drum.

 The comparator, concerned by the drum breaking chain, immediately causes braking, via the control chain, assigned numerical digit 4 for the first drum or 8 for the second drum.

The six levels of control, established by drum, are completed by an overspeed detector, also provided by drum. This detection takes place by the comparators (27) and (28), whose setpoint voltages VT1 and
VT2 are compared with the respective thresholds C and D, defined as a function of the reference voltage VMO, corresponding to the nominal speed. The comparator, concerned by the drum in overspeed, causes braking through the control chain, assigned the digital digit 7 for the first drum and the digital letter d for the second drum.

 In case of fault detection, the digital digit or the digital letter of the function, among the six levels of control, having acted first, is displayed. After an incident, all control levels are locked. It is necessary to reset the system to clear the fault.

2.3. ACTIONS ON THE HYDRAULIC BRAKE CONTROL SYSTEM, Figure 16.

 These actions are of two kinds, either of actual application of braking, or conversion of the rate of progressivity thereof. The control chains, which cause the braking, act through the storage register (1) and the output adapter (2). The latter cuts off the power of a static relay (3), which is responsible for breaking the excitation of the solenoid of a main electro-distributor.

 The chains 4 and 8, responsible for the control of the sign of the setpoint voltages VT1 and VT2 + intervene in the event of a kinematic chain break in the "up" direction of the lifting movement. They also cause the conversion of progressive braking. Indeed, in the "up" direction, braking can only be applied with a maximum rate of progressivity. On the other hand in "downhill", the progressivity is inversely proportional to the load. In case of rupture of kinematic chain in "rise", the drive motor can continue the march in the direction "rise", while the load begins its fall in the direction "downhill". It is therefore necessary, by means of the output adapter (4), to immediately convert the maximum braking progressivity into reduced or no progressivity depending on the value of the load. Via a static relay (5), the output adapter causes the "up" information to be switched to "down" information.

 2.4. MONITORING VOLTAGE GENERATORS, Figures 15 and 16.

 Voltage generators with magneto-resistive sensors, which are respectively at the origin of the reference voltage VMO and set-point voltages VT1 and VT2, must be constantly monitored during the operation of the lifting movement.

 The generator, coupled to the hoisting motor, must provide a minimum reference voltage VMO after validation by the lifting movement, either in the "up" direction or in the "down" direction. This condition is realized by the threshold detector comparator (29) of FIG. 15. This comparator causes the fault if, after the delayed enable, the relation VMO f O is not verified. The chain, assigned numerical digit 6, is responsible for the communication of the fault.

 The generators, coupled to the brake discs, must supply respective voltages Volet VT2. Their absolute values VT1 and IVT2 (must be equal to the absolute value | VMO | of reference voltage VMO These equalities are verified by the respective comparators (30) and (31) of FIG. VT1 | <| VMO | IVT1I | VT2 | <VMO or / and VT2 <VMO indicate that one or both generators are in fault, causing the necessary signaling via the comparators.

 The strings, assigned respectively to the digital digit 1 or the digital letter b are responsible for the communication of the defect.

A further check is provided by the comparator (10), which compares the absolute values | VT1 | and and two setpoint voltages. If | VT1 | IVTiI <VT2î, there is a fault of the generator of the first drum and the chain, affected by the digital letter E, takes care of the corresponding signaling, on the other hand if the comparator finds VT2i <VT1i, there C # | VT1 |, there is defect of the generator of the second drum and the chain to the digital letter
J takes care of the corresponding signaling.

 According to Figure 16, the faults of the generators are grouped at the input of the output adapter (6). A static relay at the output (7) is responsible for signaling to warn the driving staff.

 3. SINULATION OF FUNCTIONS.

 All elements of the braking system and the defect detection system are verifiable and adjustable by simulation. Thanks to this simulation, the safety equipment can be requalified after a prolonged stop of the lifting movement.

 For this purpose, the device according to the invention comprises three parts, firstly the hydraulic simulation of the load, which makes it possible to check the load sensors, the information processing electronics and the rate formation system. progressivity of braking, then the simulation of a kinematic chain break by the independent drive of the voltage generators, allowing to verify the magneto-resistive sensors, the electronics of treatment of the defects, the signaling and the application of the braking and finally the measurement of the braking force of the hydraulic clamps.

 The simulation device according to the invention is entirely automatic according to the program of use. The results are provided directly by the printer of the portable simulation unit in the form of characteristic values and diagrams. A requalification of the safety equipment, carried out by the device according to the invention, has the advantages of being in full compliance with the current legal regulation in handling, to be able to be applied continuously or discontinuously in masked time. and to provide without transcription an indisputable legal document in the event of an incident.

 3.1. HYDRAULIC SIMULATION OF THE LOAD, Figures 17 to 20.

 The device according to the invention is arranged at the fixed point of the hauling. There are two versions, that of Figure 17 at low pressure and that of Figure 18 at high pressure.

 According to FIG. 17, the low-pressure hydraulic simulator comprises a central connecting rod (1), supporting the return cable strand at the fixed point, two lateral connecting rods (2), connected to the fixed point of the hauling system, transmission scissors. force (3), a double support (4), a double cylinder support (5) and two short stroke cylinders (6).

 The central rod (1) is articulated on the lateral rods (2) via the axis with strain gauges (7). The device contains a constant multiplier ratio between the force exerted by the two cylinders, acting in parallel, and the force received by the axis (7).

 Thanks to the use of a pressure multiplier, the cylinders can act directly between the lateral rods and the central rod. According to Figure 18, the high-pressure simulator comprises the axis with strain gauges (1), connecting the lateral rods (2) from the fixed point to the central connecting rod (3), holding the cabal.Two jacks (4), mounted symmetrically, try to move the center rod away from the side rods.

 The variable pressure supplied to the low-pressure cylinders of the simulator of FIG. 17 is generated by the device of FIG. 19. An accumulator (2), supplied by the motor-pump unit (1), supplies the oil to a servo -valve (3), pressure-controlled by an electronic voltage / current amplifier (4). The input voltage of the amplifier is made variable by the potentiometer (5). In the case of an automatic simulation, the variable voltages are provided by the portable simulation unit.

 The variable pressure at the output of the servo valve is sent to the cylinders (6). A pressure sensor (7) provides an electrical signal, equivalent to the pressure, to an amplifier (8). The output signal of the amplifier stabilizes the voltage / current converter (4).

Moreover, the output signal V of the voltage / current amplifier
was sent on a digital indicator (9). The indicator is calibrated in bar.

The amplified signal V of the pressure sensor (7) is sent to a voltmeter
p digital (10) or on the portable simulation unit if it is automatic.

The comparison of the two indications V and V makes it possible to check constantly
sp calibration of the pressure indicator (9). This calibration can be corrected by a potentiometer.

As for the high-pressure cylinders of FIG. 18, the pressure delivered by the servovalve (3) of FIG. 20 acts first on the lower chamber via the orifices C while the orifices B and D are connected. to the tank
A. When the pressure rises, the A ports of the low pressure stage are fed through a sequential valve (11) with free return. The multiplier piston works and closes the orifices C.

 If there are two load weighing channels, the hydraulic load simulation is autonomous on each channel of either version.

Thanks to either simulator, the complete chain of detection of the level of charge and transfer to the stages of progressive braking is controlled. Thus it is possible to verify the correct operation of the sensors (1) and (3) of FIG. 2 or (1) of FIG. 3, followed by their respective amplifiers (2) and (4), to control the charge levels threshold detectors (5) to (1 of Figure 2, or (3) to (7) of Figure 3, the operation of the transfer relays (9) to (11) of Figure 2 or (8) to (13) of FIG. 3 and the supply of the solenoids A to D of FIG. 2 or A to H of FIG. 3. Furthermore it is possible to check the minimum values (3) and (4) of the voltages VM1 and VM2 and the maximum difference between the voltages
VM1 - VM2 (7) or VM2 - VM1 (8) of Figure 7.

In the case of using the diagram of FIG. 4, it is possible to check the taking into account of the highest voltage value among VM1 and
VM2 (1) and (2), the setting level of the thresholds (3) and (4), the operation of the combinational logic (5) and the power switch (6). The use of the diagram of FIG. 5 makes it possible to check the numerical values at the output of the register (4), the choice of the range of progressivity at the output of the decoder (5), the choice of the solenoids at the output of the logic combinatory (6) and the power supply of the electro-distributors at the output of the power switch (7). Moreover, to control the braking / load ratio, it is possible to check the choice of the range of progressive braking at the output of the converter (9) and the code of the load at the output of the encoder (10) to finally check the setpoint voltage at the output of the DAC (11) and at the input of the window comparator (12) ). The absence or the presence of default must confirm or invalidate the equal VM output = VM input.

 In the case of analogue control of braking / load proportionality, the values of Figure 8 are measured, if there are two load levels and three braking progressivity ranges and those of Figure 10, if there are five load levels and six braking progressiveness ranges.

If the rate of progressive braking is established continuously with respect to the load according to FIG. 12, it is possible to check the reference voltage VM with respect to the input voltages VM1 and VM2, at the
x output of the comparator (1) and of the inverter (2), to control the numerical combination of the choice of progressivity at the output of the register (4), the rate of progressivity in numerical value at the output of the conversion memory exponential (5) and the stepper motor response by the digital value, provided by the drawer position encoder (7).

 Braking / load proportionality control is performed by the logarithmic conversion memory (13), followed by the DAC converter (14).

 It is necessary that the relations VMyi output> VMxi input and VMyi output <VMxj input are checked by the comparator with window (15), otherwise there is fault display.

 3.2. SIMULATION OF A CINEMATIC CHAIN BREAK, Figures 13 to 16.

 The voltage generators with magnetoresistive CMR sensors of Figure 13 may be decoupled from the braking discs for autonomous driving by means of servo motors (5) with two directions of rotation and at a rate of significant acceleration.

Thanks to this autonomous drive, it is possible to vary the setpoint voltages VT1 and VT2 and firstly to check the five levels of fault detection in the "downhill" direction of FIG. 15, that is to say: 1 . | VT1 | <| VT2 | > | VT2 | OR IVT2I> | VT1 | 2. | VT1 | > | VMO | or | ïVT21> 1VM01 3. d | VT1 | d | VT2 | or d | VT2 | > d | VT1 | 4. d1VT1i> dlVMOI or d | VT2 | dIVM0I 5. d21VT11> A or d2IVT21> B, then the level of fault detection in the "up" direction, that is to say:
VT1 + - VT1 or VT2 => - VT2 and finally the setting level of the overspeed thresholds:
VT1> C or VT2> D.

 Moreover, it is possible to check the corresponding choice of braking action chains of FIG. 16 by the digital digits or the digital letters. These indications must be unlocked before each new manipulation. In the "up" direction, the modification of the braking progressivity at the time of the chain break is checked.

 Finally, the correct operation of the voltage generators is verified, according to FIG. 15, by the following relations: 1. reference voltage VMO # 0.

 2. | VT1 | = | VM | and | VT2 | = IVMoI.

If | VT1 | <<IVMoI, there is a fault of the voltage generator VT1,
If | VT2 | <| VMO |, there is a fault of the voltage generator VT2.

3 | VT1 | 1 | VT2 | If | | VT1 | <4 1VT21, there is a fault of the voltage generator VT1,
if | VT2 | <| VT1 | it | VT1 |, there is fault of the voltage generator VT2.

 3.3. MEASURING THE BRAKING FORCE OF HYDRAULIC CLAMPS, Figure 21.

 The device according to the invention comprises a system which makes it possible to check, outside the step, the clamping efficiency of the hydraulic clamps.

 For this purpose, the accumulator (2), supplied by the pump unit (1), supplies the pressure to a servo valve (3) controlled by an electronic voltage / current amplifier (4). The input voltage of the amplifier is made variable by the potentiometer (5), or by the program of the mobile simulation unit, if the latter is automatic.

 The variable pressure at the output of the servo valve is sent to the hydraulic brake clamp (6), whose force is to be measured. A pressure sensor (7) provides an electrical signal, proportional to the pressure, to an amplifier (8). The output signal of the amplifier stabilizes the voltage / current converter (4).

Moreover, the output signal V of the voltage / current converter
was sent on a digital indicator (9). The indicator is calibrated in bar.

The amplified signal V of the pressure sensor (7) is sent to a voltmeter
p digital (10) or on the portable simulation unit, if this is automatic. The comparison between them of the two indications V and V makes it possible to verify
sp permanently calibrate the pressure indicator (9). This calibration can be corrected by a potentiometer.

 At a certain pressure level, the latter is able to compress the springs of the braking clamps (6). This compression, obtained by increasing pressure values, is indicated by a relay (11). The value of the release force is obtained by making the product of the pressure by the internal force / pressure characteristic of the clamp.

 In the opposite direction, at a certain pressure level, the springs of the brake clamp are decompressed. This decompression, obtained by decreasing pressure values, is indicated by the relay (11) and the value of the braking force is obtained under the same conditions as above.

The difference between the two values, braking force and release force, is the hysteresis.

3.4. AUTOMATIC RUNNING OF THE NEXT PROGRAM SIMULATION, Figures 22 to 25.

The simulation automation system following program includes
three parts, first the generation of voltage signals, either in the
ne of the charge simulator, either in the field of the simulator of failure of
kinematic chain, then the reading of the characteristic analog values, their memorization in numerical values and the writing in analog values and finally the control of the functions of the safety equipment in numerical values.

 FIG. 22 mentions all the analog and digital signals to be processed in the context of the simulation of the load with a view to detecting the braking progressivity rates, and FIG. 23 that of the analog and digital signals belonging to the simulation system. a kinematic chain break.

 According to FIGS. 22 to 25, the automation system is realized by means of a portable simulation unit, which comprises the program and the data of the system, the program and the usage data, a keyboard, a screen, a flexible disk controller and a printer. The interface between the safety equipment and the simulation unit consists of the data bus, the address bus, the command and control bus. The simulation unit operates in digital values and converts the signals, governed by voltage and frequency, into analogue values.

 3.4.1. Generation of voltage signals.

 There are two categories of numerical values to be provided from the program, those intended for the load simulator and those for the servomotors of the drive train failure simulator.

 In the first case, the pressure in the load simulator cylinders is regulated by the servo valve (3) under the control of the current voltage amplifier (4), Figures 19 and 20. It is therefore sufficient to vary the Input voltage U of the amplifier to obtain different pressure values and to ensure feedback information.

In the second case, the variation of the supply voltage of a DC servo motor or the variation of the frequency of a stepper servomotor, regulates the drive speed of these servo-motors, coupled to voltage generators, which themselves are equipped with magnetoresistive sensors
CMR, Figure 13.

In the case of a two-drum winch, the SVMO signal controls the
servomotor of the voltage generator, coupled to the hoist motor, and
signals SVT1 and SVT2 the servo-motors of the generators, coupled respectively
to the two braking disks.

3.4.2. Reading, memorizing and writing characteristic values, figure 24.

 The characteristic values of the safety equipment constitute donations in the form of analog signals. According to Fig. 24, an analog selector (1) collects information from the equipment.

The selection is made by the addresses A to A4 (3), accompanied by a valida
o VAAN digital and analog address. The information retained is converted into digital values by the analog-to-digital converter (2) and addressed by the bus D to D7 (4), simultaneously on the data system.
o D7 storage of the safety equipment and the portable simulation unit via its connector (5). Access to the converter takes place either from the mobile simulation unit or from the storage.

 3.4.3. Control of the functions of the safety equipment, figure 25.

The control information represents the responses of the various functions of the equipment to the data in the previous article. These answers are numeric. According to FIG. 25, the selection is made by the numerical addresses -A to A4 (2), accompanied by a validation of the digital addresses VAN. Through the byte selector (1), the information is sent via the bus D to D7 (3), respectively on the memory of the equipment
o security and on the mobile simulation unit via its connector (4).

 4. SYSTEM FOR NOWING AND REPRODUCING CHARACTERISTICS.

 Figures 26 and 27.

 The storage of information takes place both during the operational phase of the safety equipment and during the simulation phase.

 In the first case, the storage of the characteristic information of the evolution of the speeds and accelerations, the response times of the equipment and the braking characteristics, makes it possible to reproduce the irrefutable legal elements in the event of an accident. .

 In the second case, the storage of the information and their reproduction make it possible to provide a requalification document of the security equipment without transcription of the data and the results. Indeed, thanks to the printer of the mobile simulation unit, the data and the results are recorded as and when the automatic program of use of the simulator.

The system according to the invention comprises two versions. The version according to FIG. 26 essentially comprises a memory (1), two counters
A (2) and B (3) and a control logic (4). At the input of the system, the analog signals are converted into digital values by the converters
CAN (5). The opposite occurs at the output of the system thanks to the presence of the DAC converters (6).

 During the idle period, the memory is in the write position with the counter A (2), which is constantly incremented by the clock. This counter serves as an address pointer on the memory, which itself behaves like a cylinder, rotating at a given speed about an axis. For example, a complete turn is made in 3.2 seconds.

 In the event of a break in the kinematic chain, the "fault" signal causes the counter B, which performs the sharing of the write time, for example in a period of 0.8 seconds, which precedes the incident, to be activated. period of 2.4 seconds, which follows the incident. This sharing allows you to memorize the characteristics, covering the area of the incident.

 The control logic has six inputs, representing the supply, test, erase, read, memory enable, and cycle end commands of the B-meter. The power command monitors the power-on from an outside source. If it no longer provides service, an instant and automatic order plugs the control logic on a battery support.

 The storage of the information in memory is protected by a key lock system (7) and an autonomous power supply of the memory by a battery (8).

 The version of Figure 26 is appropriate if the number of information to be memorized is limited. For example, for a 12-bit counter A, there are 32K memory locations (from $ 000 to $ FFF), corresponding to an interval of 3.2 seconds.

 The version following Figure 27 has a storage capacity greater than that of the first version. The system, operating in the software, consists essentially of a processor CPU (1) with 8 data bits and 16 address bits, a register (2) of address complement, CAN converters (3) and CNA (4) and multiplan memory (5).

 The multiplan memory is obtained by stacking in stages of several 8-bit boxes. With this technique, a large memory capacity can be achieved on a small area. If the base plan has 32K bytes, a total of 256 clips of 32KB carries the storage capacity at 8MB.

The number of plans is defined by the capacity of the register. A timer is responsible for sampling the reading and writing. A support battery keeps the information in memory, when there is no external power supply.

 The entire device according to the invention is particularly intended for critical sites, such as nuclear power plants, nuclear fuel processing plants, metallurgical complexes, chemical industries, arsenals, port facilities, etc.

Claims (10)

CLAIMS.  1) Device for ensuring the operational safety of the hoist winches by means of the double function of ultra-fast detection of a kinematic chain break and progressive braking, the rate of which is inversely proportional to the load, characterized in it comprises according to Figure 1 a disc in two parts (1), attached to the drum, one or more hydraulic clamps (2), a hydraulic pump (3), mounted on a tank, an electrical protection box (4). ), a modular hydraulic distribution unit (5), a pressure sensor (6), a load sensor (7), a CMR magnetoresistive sensor voltage generator (8), coupled to the drive motor. of the lifting mechanism, an identical voltage generator (9), coupled to the braking disc, an electronic rack (10) with functions for detecting, processing and storing faults, as well as proportionality between the t braking and charging; characterized in that it can make the progressive hydraulic braking on disk, the progressivity rate of which is continuous or discontinuous in function inverse to the load, in that it contains a device for controlling the position of the drawer of the electro-distributors. , in that it can control the proportionality between the braking rate and the load, in that it has voltage generators, capable of providing, by means of magneto-resistive sensors CMR, voltages proportional to the rotational speed of the movements, in that it has several functions of ultra-fast detection of a kinematic chain break and monitoring of voltage generators with magneto-resistive sensors CMR, in that it allows the connection of a portable simulator for the automatic requalification of the security equipment and in that it includes a memory, capable of storing and reproducing all the useful information, referring to a rup kinematic chain and braking tests.  2) Device according to claim 1 for making the hydraulic braking progressive by progressive application of the clamps on the disk and whose progressivity rate is established discontinuously, characterized in that it comprises without delimitation a number of load levels following FIGS. 2 or 3, as a result of the presence of charge sensors (1) and (3), of FIG. 2 or (1) of FIG. 3, of voltage amplifiers (2) and (4) of FIG. FIG. 2 or (2) of FIG. 3, threshold detectors (5) to (8) of FIG. 2 or (3) to (7) of FIG. 3, or (3) and (4) according to FIG. 4, or digital codes, obtained by analog / digital conversion (3) and stored in a register (4) of Figure 5, determining a number of ranges of progressive braking, equal to the number of load levels, plus 1, obtained by the relays (9) to (11) of FIG. 2, (8) to (13) of FIG. 3, the combinational logic (5) of FIG. the decoder (5) of Figure 5; then determining the selection of the hydraulic pressure relief channels by means of electro-distributèurs (12) and (13) of Figure 2 and (14) to (17) of Figure 3, the position of which is determined by the selective supply of solenoids A to D of FIG. 2, A to H of FIG. 3, A to D at the output of a power switch (6) of FIG. 4, A to H after the range / configuration converter electro-distributors (6) and the power switch (7) of FIGS. 5 and 6 and finally determining the rate of discharge of the pressure by means of the braking valves X2 and Y2 of FIG. 2, X1 to X3 and Y1 to Y3 of Figure 3.  3) Device according to claim 1 for making the hydraulic braking progressive with a continuous rate of progression in inverse function of the load, characterized in that it comprises first, according to Figure 11, a servo valve composed of a metal body (1) of square internal section with constant volume, closed at the low pressure end by a bottom (2), containing a sealed ball bearing cage (3) and whose bottom sealing is provided by a O-ring (4), of a spool (5) with a square outer section, translated inside the body, the sealing of which is effected by means of joints (6) made of polyurethane, with a low coefficient of friction, with cylindrical inner section, provided with a double pitch thread, driven by the rotor (7), which is provided with a double thread, the first for driving, the second for the hydraulic discharge of the braking, and then a control circuit, following FIG. 12, composed of a voltage selector (1), followed by the inverting relay (2), an analog / digital converter (3), a stabilized register (4) of the digital coding, and then an exponential conversion memory (5) for the choice of the braking progressivity point Y as a function of the load-X, the set being stabilized by the comparison in the comparator (6) of the value A of the function at value B, which is formed by the digital drawer position encoder (7), itself driven by the rotor coupled to the stepping motor in dependence on a control logic (8), provided with a clock (10) which is regulated by an oscillator (11) and locked by the gate (12) when the equality A = B is established.  4) Device according to claim 1 for controlling the position of the slide of an electro-distributor, characterized in that it comprises, according to Figure 9, a polyurethane box (1), fitted on the body of the solenoid by the intermediate of a seal (2), containing two half-moon-shaped permanent magnets (3), a polyurethane ring (4), a bottom (5), equipped with a connector (6) and held by a circlips (7), a plunger (8,) with two polyurethane masks (9), two guide plates (10), a compression spring (11) and two CMR magneto-resistive sensors (12), arranged between the poles of the two permanent magnets and whose voltage, generated by the magnetic field of the magnets varies according to the position of the masks, itself determined by the position of the drawer inside the electro-distributor. '  5) Device according to claim 1 for controlling the proportionality between the braking rate and the load, characterized in that it comprises, in the case of a discontinuous braking progressivity, solved analogically according to FIGS. 8 or 10, voltage comparators (1) to (3) or (1) to (6), receiving on the one hand the reference voltage VM, supplied by the charge level detectors (4) to (6) or (7) to (12) and on the other hand the setpoint voltage VCO, formed by the summation of the voltages taken from the solenoid circuit solenoid resistances, via the relays (7) to (9) or (13) to (18); digitally resolved according to FIGS. 5 and 6 by the current selector (8), followed by a configuration / range converter (9), a digital encoder (10), a digital-to-analog converter CNA (11) and a window comparator (12); and characterized in that it comprises, in the case of a continuous braking progressivity according to FIG. 12, a logarithmic conversion memory of the value B (13), representing the position of the slide of the servo valve, followed by a digital to analog converter CNA (14) to obtain at the output a set voltage VCO, which can be compared to the reference voltage V M in the window comparator (15).  6) Device according to claim 1 for providing an electrical voltage, proportional to the speed of rotation of a movement, characterized in that it comprises according to Figure 13, four magneto-resistive sensors CMR (1), arranged in a stationary manner and symmetrical between the poles of two permanent magnets (2), two disks (3) made of non-magnetic material, introduced between the poles of the magnets and the CMR sensors and driven by the movement to be controlled by means of a pair of gears in elastomer (4), the assembly mounted on dampers (5) and'delivering according to FIG. 14 a voltage proportional to the speed, via CMR sensors (1), (3) or (5), followed by amplifiers (2 ), (4) or (6) and according to the induction / voltage transfer formulation, specific to this arrangement and mentioned in FIG. 14.  7) Device according to claim 1 for the ultra-fast detection of a kinematic chain break and the monitoring of voltage generators CMR magneto-resistive sensors, characterized in the first case according to Figure 15 in that it comprises a comparator (1) which controls the difference between the voltages, delivered by the CMR sensors, coupled to the braking disks, in that it then comprises two comparators (2) and (3) which detect a positive difference between the voltages , delivered respectively by the sensors CMR, coupled to the brake disks and that, delivered by the CMR sensor, coupled to the motor of the movement; in that it comprises a comparator (10) which detects the difference between the voltage derivatives, delivered by the sensors, coupled to the braking disks and this via the respective circuits of the differentiators (5) and (6) and filters (8) and (9); in that it comprises two comparators (11) and (12) which note a positive difference between the voltage derivatives, delivered respectively by the CMR sensors, coupled to the braking disks and the derivative of the voltage, delivered by the CMR sensor. , coupled to the motor of the movement; in that it comprises two comparators (17) and (18) which note a positive difference of the second derivative of the voltages, respectively delivered by the CMR sensors, coupled to the braking discs with respect to preset values A and B and this via the respective circuits of the differentiators (13) and (14) and the filters (15) and (16); in that it comprises respective amplifiers -1 / + 1 (19), (20) and (21) for erasing the negative signs of the voltages and analog adders (22), (23) and (24), making it possible to to control high-value voltages breaking the kinematic chain; in that it comprises sign reversing detectors (25) and (26) detecting the inversion of the direction of travel in case of kinematic chain break and the overspeed detectors (27) and (28), whose operation is regulated by measurement of voltage deviations, delivered by the sensors CMR, coupled to the brake disks, with respect to respective preset thresholds C and D; characterized in the second case according to Figure 15 in that it comprises a minimum voltage detector (29), which after validation confirms the voltage delivered by the CMR sensor, coupled to the motor movement; in that it comprises a comparator (1) which detects a negative difference between the voltage delivered by the CMR sensor, coupled to the first braking disk, relative to that coupled to the second braking disk or vice versa; in that it comprises two comparators (30) and (31) which note a negative difference between the voltages delivered respectively by the two CMR sensors, coupled to the braking disks and the CMR sensor, coupled to the motor of the movement.  8) Device according to claim 1 for the hydraulic simulation of a hoist winch load and a braking force of hydraulic clamps, characterized in the first case that it comprises in a first low-pressure solution pressure according to Figure 17, a central rod (1), supporting the return cable strand at the fixed point of the winch, two lateral rods (2), connected to the fixed point of the molding, an axis with strain gauges (7), ensuring the link between the central connecting rod and the two lateral connecting rods, force transmission scissors (3), a double support (4), a double cylinder support (5) and two short-stroke cylinders (6), connected in parallel and receiving the variable pressure according to Figure 19 an accumulator (2), powered by the pump unit (1), via a servo-valve (3), controlled by pressure by an electronic voltage / current converter ( 4); in that it comprises, in a second high-pressure solution according to FIG. 18, the extensometric gage axis (1), connecting the lateral connecting rods (2) from the fixed point to the central connecting rod (3), retaining the cable, two double-chambered cylinders (4), to which the pressure is delivered according to FIG. 20 by the accumulator (2), supplied by the motor-pump unit (1), via a servovalve (3) and a sequential valve ( 18) free return; characterized in the second case in that it comprises for the simulation of a braking force, according to Figure 21, an accumulator (2), powered by the motor-pump unit (1), via a servo-valve (3). ), pressure-controlled by an electronic voltage / current converter (4), a DC variable voltage generator (5), a pressure sensor (7) with a voltage amplifier (8) and a digital indicator (10) , a pressure indicator (9) and a threshold detector (7) signaling the tilting of the positional contact of the hydraulic clamp (6).  9) Device according to claim 1 for the automatic simulation of a progressivity of braking and a kinematic chain break, characterized in that it comprises in a portable unit, a program of the system, data of the system, a program usage data, a keyboard for addresses, a reading screen, a floppy disk controller, and a printer for capturing, reading, analyzing, and writing analog and digital signals Figures 22 and 23; in that it comprises, for the analog signals according to FIG. 24, an analog selector (1), a CAN / analog converter (2), an address bus (3), a data bus (4) and a combinatorial logic (5) for accessing the memory of the motion safety equipment and in that it comprises for the digital signals according to FIG. 25, an address selector (1), an address bus ( 2) and a data bus (3).  10) Device according to claim 1 for storing and reproducing the characteristics of a kinematic chain break, followed by a fault detection and a braking movement, characterized in a first version, in that it comprises, according to FIG. 26, a memory (1), two A (2) and B (3) counters, a control logic (4), input CAN / digital converters (5) and digital converters. / analog DACs (6) at the output, a data bus (7) and a control bus (8); characterized in a second version in that it comprises according to FIG. 27, a processor CPU (1) with 8 data bits and 16 address bits, an address complement register (2), CAN converters (3) ) and CNA (4) and a multiplane memory (5), obtained by stacking in stages of several 8-bit packages, resulting in a large memory capacity on a reduced area.