FR3043626A1 - GUIDE VEHICLE ON TRACK, PARTICULARLY RAILWAY VEHICLE, HAVING AN INDUCTION BRAKE AND TRANSPORT ARRANGEMENT COMPRISING THE SAME - Google Patents

Abstract

The invention relates to a vehicle guided on a track and an associated transport arrangement. The vehicle comprises displacement members (2a, 2b), adapted to be in direct support engagement with said track (6a, 6b), a load transport assembly adapted to take a load to be transported along said track, and a vehicle-side induction braking component (14a, 14b) adapted to cooperate with a track-side inductive braking component (10a, 10b) for generating an electromagnetic braking force of the vehicle when moved relative to each other in the direction of travel of the vehicle. In this vehicle, the vehicle-side induction braking component (14a, 14b) is movable in a predetermined direction different from the direction of travel of the vehicle relative to the position of the component (10a, 10b). induction braking on the side of the track, this displacement varying the braking electromagnetic force obtained.

Description

Track guided vehicle, in particular a railway vehicle, having an induction brake and a transport arrangement comprising the same

The present invention relates to a vehicle guided on track, adapted to move along a predetermined path, comprising displacement members adapted to be in direct support engagement with said track, said displacement members defining a direction of movement of said vehicle, and a load transport assembly adapted to take a load to be transported along said path.

The present invention also relates to a transport braking arrangement comprising a track-guided vehicle and a predetermined track on which the vehicle is traveling along a path determined by the course of the track. The invention is applicable in the field of braking of rail vehicles and in the field of amusement park vehicles. In the railway field, the invention finds particular application in the field of emergency braking trains or subways.

In the railway sector, emergency braking is essential and it is important to guarantee complete stopping over predefined braking distances.

Conventionally, mechanical friction braking is used, but it has drawbacks, in particular significant wear of the parts used, a high need for maintenance, and possible variations in the conditions of adhesion between the wheel and the rail which modify the stopping distance from the train as well as temperature and humidity. Thus, braking distances can be large and / or not reliable enough.

Also known is induction braking based on the principle of eddy currents, used today in the automotive field to brake heavy vehicles at high speed, in which the discs attached to the wheels are encircled by electromagnets attached to the vehicle. . When the electromagnets are energized, the eddy currents induced in the disks generate a magnetic field opposing the magnetic field of the electromagnets, thus resulting in the generation of a braking torque.

A specific eddy current braking system known as an eddy current linear braking system is also known from WO 96/32172 A. The eddy current linear braking system is based on two components, one of which is one is fixed while the other crosses it in a straight line.

In the field of amusement park rides, for a vehicle of an amusement park carousel, for example a roller coaster, the document WO 96/32172 A discloses that an assembly of magnets assembly, Also called a passive induction element arrangement, is mounted on the vehicle and an arrangement of active induction elements is mounted in a fixed relation to the track. When the active induction elements, which may for example comprise coils, are energized with current, a magnetic field occurs. Thus, the arrangement of passive induction elements can be powered by the powered induction elements powered. If the coils of the active induction elements are short-circuited, a braking torque is obtained when the arrangement of passive induction elements passes the active induction elements with a relative speed so that the arrangement of active induction elements, namely the coils, is moved through the magnetic field emanating from the arrangement of passive induction elements, namely the set of magnets. The arrangement of passive induction elements, in order to achieve intrinsic safety, usually comprises permanent magnets.

In the urban railway field of trains and subways, because of the length of railway tracks, the solution of induction braking, which involves fixed components all along the tracks, is too expensive to use. However, it is desirable to improve the braking capabilities, in particular the emergency braking capabilities, and to reduce the braking distances, while ensuring predetermined stopping distances.

In particular, in the case of driverless automatic vehicles, the driving is carried out by a CBTC central control system (for "communication-based train control") which sends the commands to the trains according to the general traffic conditions. The object of the invention is to propose a solution for slowing down and braking a generic type guided vehicle, independently of wheel-rail adhesion limitations, by giving the possibility of locally increasing the deceleration of emergency braking. thanks to an induction braking device whose particular arrangement makes it possible to apply different braking forces for the same relative speed between the vehicle and the track. For this purpose, the invention proposes a track guided vehicle of the aforementioned type, comprising a vehicle-side induction braking component, selected from the group comprising an active induction braking component and a passive induction braking component, the other inductive braking component of said group, said channel-side induction braking component, being adapted to be fixed in a predetermined fixing position with respect to said channel, said active and passive induction braking components being adapted to cooperate to generate an electromagnetic braking force of the vehicle when moved relative to each other in the direction of travel of the vehicle.

The vehicle-side induction braking component is movable in a predetermined direction different from the direction of travel of the vehicle relative to the position of the lane-side inductive braking component, which displacement varies. the electromagnetic braking force obtained.

Advantageously, a variable braking electromagnetic force is obtained for the generic guided type guided vehicle, thanks to the relative displacement of said inductive braking component on the vehicle side with respect to the inductive braking component on the side of the track.

The displacement members may be any type of components supported by the predetermined path that allow movement relative to the path.

Preferably, the displacement members are wheels that roll on the track.

The displacement members, moreover or alternatively, may also be formed as pads which are slidably engaged with the track.

The lane can usually be any type of lane, even a street or stream. Preferably, the predetermined path comprises a rail, or an arrangement of parallel rails.

The track-side inductive braking component has a fixed relative position with respect to the track.

Preferably, the movement of the inductive brake component on the vehicle side relative to the displacement of the inductive braking component on the side of the track is in translation in a substantially vertical direction.

Advantageously, the vertical position relationship between the vehicle-side induction braking component and the lane-side induction braking component may vary as the vehicle moves on the track.

Track-guided vehicles, and in particular rail transport vehicles, have two levels of suspension, primary and secondary suspensions, and a two-part load transport assembly, a support structure and a load compartment. The displacement members are suspended from the support structure via movable primary suspension elements so that the distance between the engagement assembly of the displacement members and the support structure can be varied. The support structure can then carry a transport load compartment adapted to take the transport load to be transported along said path, the load compartment being secured to the support structure via secondary suspension members.

According to one embodiment, the vehicle-side induction braking component is attached to said support structure.

Alternatively, the vehicle-side induction braking component is attached to the load compartment or to a secondary suspension element.

In one embodiment, the movement of the vehicle-side induction brake component relative to the position of the track-side induction brake component is dependent on the load being carried by the vehicle load transport assembly.

The attachment of the induction braking component takes advantage of the fact that the suspension elements provide, simply but effectively, a self-regulating mechanism which correlates with the transport load and the displacement of the inductive braking component on the vehicle side. relative to the inductive braking component on the side of the track. The respective position of the inductive braking components on the vehicle side and the track side relative to each other determines the amount of overlap between them, and therefore the electromagnetic braking force achievable, under equal circumstances, such as the speed of the vehicle. Indeed, an increased achievable electromagnetic braking force is created when the transport load taken by the vehicle is increased and vice versa.

According to one embodiment, the vehicle-side induction braking component is positioned to reach an optimum operating position for a predetermined transport load, corresponding to a maximum braking electromagnetic force for said predetermined load.

Preferably, the braking electromagnetic force is maximum for the maximum transport load acceptable by the transport assembly.

According to one embodiment, the passive induction braking component comprises permanent magnets and the active induction braking component comprises electrically conductive elements.

Preferably, the passive induction braking component comprises at least two rows of permanent magnets, said rows being parallel to one another and forming an air gap between them with magnets of different polarities which oppose the gap.

Preferably, the active induction braking component comprises wire coils belonging to an electrical circuit.

In one embodiment, the active induction braking component comprises at least one switch adapted to open and / or close said electrical circuit.

Advantageously, thanks to the presence of switches, the active induction braking component can be activated to create a braking effect and can be deactivated so as not to create a braking effect.

According to one variant, the passive induction braking component comprises at least one actuator adapted to move said rows of permanent magnets with respect to one another, so as to prevent their cooperation with the active induction braking component.

Advantageously, the interaction between the passive induction braking component and the active induction braking component for generating an electromagnetic braking force can be activated or deactivated by the implementation of such an actuator.

In order to be able to bring the vehicle guided on the track quickly to a complete stop, this electromagnetic braking device is preferably added to a mechanical friction brake device already present on board the vehicle and thus provides the latter with a total deceleration to a value Guaranteed minimum along a dedicated braking zone in which the trackside induction braking component is installed.

As indicated above, the present invention further relates to a track transport arrangement equipped with an electromagnetic braking system, comprising a track-guided vehicle as briefly described above and a transport track, on which said vehicle is adapted to move, a vehicle-side induction braking component being selected from the group comprising an active induction braking component and a passive induction braking component, the other inductive braking component of said group, said circuit-side inductive braking component being fixed in a predetermined fixing position with respect to said pathway, the mutual interaction of said induction braking components being able to generate an electromagnetic force to decelerate the vehicle.

In one embodiment of this transport arrangement, the vehicle-side induction braking component is a passive induction braking component and the lane-side induction braking component is an active induction braking component, able to be activated by power supply.

In one embodiment, the transport arrangement comprises a plurality of active induction braking components mounted on the side of the channel on dedicated areas, each dedicated area including at least one individually activatable sub-area.

Preferably, the vehicle comprises an onboard control device, adapted to control the activation and / or deactivation of the dedicated zones, and / or the activation / deactivation of each individually activatable sub-zone.

In one embodiment the active braking component is a stator element, having a width, a length and a height in directions respectively orthogonal two by two, said stator element extending parallel to the track along its length, and vertically according to its height, and in that the passive induction component comprises at least one magnetic bar held by a fixing element, extending substantially parallel to said stator element, the stator element and said magnetic bar overlapping with least partially in the height direction of the stator element when interacting at a relative speed along the track, the overlap in the direction of the height being variable depending on the load carried by the vehicle. The arrangement of the invention allows the substantial reduction of the stopping distance of the vehicle.

The present invention therefore allows a train to brake later and in a more powerful manner and therefore, allows stopping on a shorter distance in case of emergency braking, in areas where the dynamic interval is severely restricted or the visibility distance is reduced beyond the stopping point.

The above-mentioned guided vehicle may be a railway vehicle. Therefore, the above mentioned trains can be rail trains, metros and driverless metros.

Alternatively, the vehicle guided on track can be a vehicle of a carousel. Then the trains mentioned above can be trains formed with a plurality of carousel vehicles coupled consecutively to each other. Other features and advantages of the invention will emerge more clearly from the description which is proposed below, by way of indication and in no case limitation, with reference to the accompanying drawings in which: FIG. a schematic sectional view of a vehicle equipped with an inductive braking component on the vehicle side and a track equipped with an inductive braking component on the side of the track according to one embodiment of the invention; FIGS. 2 and 3 are schematic sectional views of a portion of a vehicle equipped with a vehicle-side induction braking component illustrating two different relative positions of the vehicle-side induction component and the vehicle-side induction component. induction on the side of the track; FIG. 4 is a perspective view showing an embodiment of an induction braking system under the support structure of the vehicle; FIG. 5 is a diagrammatic sectional illustration of the magnets positioned around a stator element according to one embodiment of the invention; Fig. 6 is a graph illustrating braking force reduction with respect to a vertical displacement of the vehicle-side induction braking component relative to the lane-side induction braking component; FIG. 7 is a schematic illustration of an emergency braking curve of a railway vehicle in the presence of a dedicated ground brake zone; - Figure 8 schematically shows an embodiment of an electrical power supply of active induction braking components; - Figure 9 is a flowchart of the main steps of a method implemented to activate and deactivate the ground brake zones. The invention will be described hereinafter in its application in the urban rail sector and more particularly in a subway rail network with driverless vehicles, driven by a central control system (CBTC), including in particular computer modules and communication modules that can send commands to railway vehicles.

Of course, the invention is not limited to this application. It can be applied in the railway field for vehicles with or without driver on board, and in the field of theme parks for semi-automatically controlled vehicles in the presence of a nearby operator.

A metro is a railway vehicle consisting of one or more load transport assemblies connected together by means of assembly links.

A load transport assembly includes a load compartment secured via secondary suspension members to a transport structure or bogie, itself associated via primary suspension members to the displacement members.

Subsequently, the term vehicle will be used for such a load transport assembly.

Each vehicle has a maximum capacity to receive passengers, the maximum load weight supported is of the order of several tens of tons.

Alternatively, the transport load is formed not by passengers, but by livestock or goods.

The braking system proposed is applied, in the embodiment described in detail below, to rail vehicles traveling on a dedicated track in addition to a conventional mechanical friction brake.

According to the invention, the railway vehicle comprises an inductive braking component on the vehicle side, which is either an active induction braking component or a passive induction braking component, the other inductive braking component being installed on the side of the track, in a predetermined fixing position.

The active and passive induction braking components are able to cooperate to generate an electromagnetic brake force of the induction vehicle when they are displaced relative to each other in the direction of movement of the vehicle.

The vehicle-side induction braking component is furthermore movable, in a predetermined direction different from the direction of movement of the vehicle, with respect to the position of the inductive braking component on the side of the track. varying the braking electromagnetic force obtained.

Preferably, in the urban railway field, the installation of the induction component on the side of the track is limited to certain dedicated zones along the track, and the activation or not of this induction braking component on the side track is controlled.

Such a vehicle equipped with an inductive braking component on the vehicle side will be described hereinafter with reference to FIGS. 1 to 4.

The present description relates only to the embodiment in which active elements or stator elements, forming the induction braking component on the side of the track, are positioned on the ground, in a predetermined spatial fixing position with respect to the track. , and passive elements forming the induction braking component on the vehicle side, are fixed on the vehicle, according to one of the alternative embodiments described below. Nevertheless, it is understood that the invention is not limited to the described embodiments. In particular, it is envisaged alternatively to position active elements on the vehicle and passive elements on the ground, and more generally in a predetermined spatial fixation position relative to the track.

In the embodiment of Figures 1 to 4, the rail vehicle is a train capable of rolling on a track formed of rails, the displacement members being wheels.

The displacement members, moreover or alternatively, may also be formed as sliders which are slidably engaged with the track.

In the example of FIG. 1, the wheels 2a and 2b of a train or subway vehicle, fixed support structure or bogie 4 of the vehicle, are adapted to roll on the rails 6a, 6b forming a channel dedicated to the circulation of the railway vehicle.

Each wheel 2a, 2b is in contact with the rail 6a, 6b at a point of engagement Pa, Pb, these points being locating positions of the displacement members, also called location of engagement of the displacement members. The rails 6a, 6b are fixed on a track support 8, typically the ground. Outside the rails 6a, 6b, at a predetermined distance, and following the direction of movement, are positioned stator elements 10a, 10b. These stator elements are active elements forming the induction braking component on the side of the track.

These stator elements are preferably positioned symmetrically with respect to a central axis of symmetry of the dedicated channel.

Each stator element 10a, 10b comprises a frame 12a, 12b erected substantially parallel to the rails 6a, 6b along a vertical axis Y, on a corresponding stator support 9a, 9b (Figure 1).

Preferably, the stator elements 10a, 10b are made of an electrically conductive material and are provided in the form of wire windings, in which a current can be induced by the magnetic field emerging from a set of magnets 14a, 14b forming the vehicle-side induction braking component during relative movement of the magnet assembly relative to the stator members.

Thus, such a displacement allows the magnetic field created by the magnetic elements to penetrate at least partially into the induction part arrangement on the track, and to perform induction braking when the stator elements are powered by an electric current. .

The stator elements 10a, 10b can, of course, comprise several windings of wire with different windings that belong to different phases, preferably three phases with a phase shift of 120 ° abuts the two electrically adjacent phases.

The vehicle-side inductive braking component 14a, 14b is attached to the vehicle (not shown) via a fastener 20 attached to a damping element 22, also referred to as a primary suspension, used to damp the support structure 4 of the vehicle. vehicle. The transport assembly illustrated schematically in Figure 1 also comprises secondary suspension elements 22 ', located between the bogie and the load compartment not shown.

The vehicle-side induction braking components are made with a set of magnets 16, 18.

In order to provide a sufficient magnetic field, the set of magnets is arranged to include at least one row of successive magnets arranged with polarities which alternate one after the other in the direction of movement of the vehicle. The arrangement of the magnet assembly preferably comprises at least two of these rows of magnets 16 and 18, said rows being parallel to one another and forming an air gap between them with magnets of different polarities which oppose each other. on the air gap. This embodiment makes it possible to provide an even more effective magnetic field.

In one embodiment, the magnets 16, 18 are permanent magnets, preferably in the form of bars 16, 18, which are positioned, thanks to the adapted form of the fastening element 20, symmetrically on each side of the frame 12a, 12b corresponding, along the same vertical axis Y.

For example, the fastening element 20 comprises a support 25 to which arms 21, 23 are attached, each arm being able to support a magnetic bar, the arms being spaced apart by an air gap (see FIG. 5).

Figures 2 and 3 illustrate two of the different relative positions of the inductive braking element on the vehicle side and the induction element on the side of the track, relative to each other.

FIG. 2 schematically illustrates the positioning of the permanent magnetic element 14a with respect to the stator element 10a, when these permanent magnetic elements 14a are carried by a vehicle with no load.

FIG. 3 schematically illustrates the positioning of the permanent magnetic element 14a with respect to the stator reinforcement element 10a, when these permanent magnetic elements 14a are carried by a loaded vehicle, for example with passengers.

The height of the spacing between the lower edge of the fastener 20 and the upper edge of the stator frame 12a, 12b is noted. As the comparison between Figure 2 and Figure 3 clearly shows, the height g of the spacing depends on the local load of the vehicle supporting the fastener 20. The height g of the spacing also depends on the wear of the wheel and the rail, in this embodiment as well as adjustment problems and failures.

The height of the spacing g also increases when the vehicle load decreases by means of the damping elements 22.

In order to bring maximum convenience and comfort to the transport load - be it humans, livestock or fragile goods - the transport load compartment is usually mounted by means of elastic connecting elements (or secondary suspensions) 22 'on the support structure 4 of the vehicle, itself mounted elastically (primary suspensions 22) on the displacement members.

The elastic connecting members are preferably part of a suspension with a damper of the wheels relative to the load transport assembly.

The elastic connection elements mentioned above are preferably a combination of damping spring 22 which makes it possible to damp the shock during the movement of the guided vehicle on the track, so that the distance between the engagement location of the driving members displacement and the support structure of the vehicle can be changed.

Therefore, the vehicle-side induction braking component being attached to the vehicle via an elastic linkage member, the distance between the trackside braking component, spatially fixed with respect to the track, and the braking component vehicle side, varies.

Indeed, the distances m between the position of engagement of the displacement members and the fastening element 20 and g between the fastening element 20 and the upper edge of the frame 12 of the stator 10, change according to the load of the vehicle .

The permanent magnetic elements 14 are in their rest position when the vehicle is empty, as shown in FIG. 2.

The braking force applied depends on the deviation, vertical in the illustrated embodiment, of the distance g (respectively the distance m). It should be noted that in the illustrated embodiment, the distances m and g are linked by simple linear relations.

Advantageously, in one embodiment, the vertical deviation of the distance g is directly proportional to the mass loaded in each vehicle, and therefore a direct proportional relationship (linear relationship) between the loaded mass of the railway vehicle and the braking force acting. on the latter in given circumstances, can be established.

When the vehicle-side induction braking component is in the rest position, the magnitude of the braking electromagnetic force generated when the two components of the induction braking (vehicle side and track side) interact when moving the vehicle along the predetermined path is weak. Increasing the load carried by the load transport assembly causes the vehicle-side inductive braking component to move away from its rest position and to obtain a larger braking force until a position is reached. optimal operation.

Figure 4 illustrates an example of a braking installation under the support structure of the train. The cages 16 ', 18', comprising the passive induction elements 16, 18, are installed under the support structure 4 of the train and the stator 10 is installed along the track next to the rail.

Preferably, as schematically illustrated in FIG. 5, the arrangement of the passive induction elements 16, 18 is such that for a given load of the vehicle supporting said induction elements, the barycentre of the induction elements is centered on an axis horizontal X, which is the central axis of the conductive windings of the stator element 10, for obtaining a maximum electromagnetic braking force for said given load.

The vertical displacement of the passive induction elements 16, 18 along the vertical axis Y, depending on the load of the vehicle, has the effect of reducing the applied electromagnetic braking force.

Thus, the electromagnetic braking force applied depends on the vertical deviation of the center of the passive induction elements 16, 18 with respect to the central axis of the coils of the stator element 10, as schematically illustrated in FIG. below.

We denote by VD the vertical deviation, in absolute value, of the center of the passive induction elements 16, 18 with respect to the central axis of the coils of the stator element 10.

In addition to the arrangement of the passive induction elements 16, 18 with respect to the corresponding stator element, their dimensions, the height h and the thickness e, make it possible to control the applied electromagnetic braking force.

Preferably, the height h is in a range of 50 - 250 mm and the thickness e is in a range of 10 - 30 mm.

In addition, the overall electromagnetic braking force obtained also depends on the number, the type and the thickness of the induction elements and the length of the elements forming the stator.

The arrangement of braking system induction brake components is such that a minimum gap remains when the vehicle is fully loaded, in the case of worn wheels and deformed rail.

The distance g is preferably between 2 and 120 mm.

In addition, a lateral displacement d between the frame 12 of the stator 10 and each passive induction element 16, 18 remains greater than the maximum lateral displacement of the vehicle wheel relative to the rail, the latter being for example between 1.5 and 15 mm.

The various dimensions of height h, thickness e and lateral displacement d are reported and calculated, for a given application, according to the different constraints to be observed and the parameters such as the manufacturers' standards, the maximum load of the vehicle, the speed maximum that can be achieved by the rail vehicle, the wear of the wheel and the rail, the performance of damping devices.

This has the subsequent advantageous consequence that in the event of an overload of the load compartment which exceeds the maximum expected or permissible load, a margin of safety of the increased braking forces is available, for example, in the region where the vertical deviation VD varies. between 10 mm and 0 mm, as shown in Figure 6, if the vertical deflection VD of an empty load compartment is 34 mm and that of such a compartment loaded to 10 mm.

The vertical deviation VD between a fully loaded vehicle and an empty vehicle can be calculated in theory. For example, when the fully loaded vehicle has a mass of 448 metric tons and an unloaded mass of 300 metric tons, a vertical deviation of 24 mm for one embodiment has been estimated.

The electromagnetic braking force reduction according to the vertical deviation VD of the passive induction elements 16, 18 with respect to the X axis can be calculated in theory, which makes it possible to calculate the deceleration curve of the vehicle as a function of its load. .

In addition, the braking electromagnetic force is indirectly influenced by the effect of the mass of the vehicle. Indeed, the braking force is influenced by the vertical deviation VD in a non-linear manner, and the deviation VD is in turn directly proportional to the weight of the onboard load of the vehicle. The increase of the deceleration with the reduction of the vehicle load can be compensated, up to a certain point, by the resulting increase of the vertical deviation from the optimal operating point which reduces the intensity of the force of the vehicle. braking.

FIG. 6 illustrates an example of a curve of the electromagnetic braking force with respect to the vertical deviation VD of the center of the passive induction elements 16, 18 with respect to the central axis of the coils of the stator element 10 The origin of the diagram of FIG. 6 is chosen so that when the value of the vertical deviation VD is 0, the braking electromagnetic force is maximum, therefore at 100%.

A vertical deviation VD along the vertical axis starting from 0 corresponds to a change in the vertical position relationship between the passive induction elements 16, 18 and the stator element 10, and results in a reduction electromagnetic braking force, as shown in curve C.

Curve C is basically non-linear, but represents an almost linear characteristic from VD = 10 to higher deflection values. This means that for the vertical deflection values of 10 and above, the resulting reduction in the braking force for a given rail vehicle speed is almost directly proportional to the vertical deviation of the passive inductive elements 16, 18 relative to the stator element 10.

Since the vertical deviation VD is directly proportional to the mass of the load carried, and since the actual deceleration of a rail vehicle depends directly on the mass of the vehicle and the braking force acting on it, it can be obtain a constant effective deceleration for the vehicle, regardless of the mass of the load.

Therefore, it may be advantageous to design and arrange the two parts of the braking system (on the vehicle side and on the track side) formed by the braking induction components 10 on the one hand and 16, 18 on the other hand. on the other hand, so that the entire amplitude of the possible vertical displacement is fully included in the almost linear characteristic of the vertical deviation to reach a nearly constant deceleration by the induction brake regardless of the mass to slow down.

FIG. 7 schematically illustrates a braking curve until the complete stop of the railway vehicle initially traveling at a given speed V 0, the track-side induction braking component being mounted only at specific locations, on the dedicated zones. said ground brake zones 26 and not all along the way.

Because of the cost of installing an inductive braking component on the side of the track, this embodiment is suitable for railway application.

For shorter routes, such as amusement park rides, the ground brake zone 26 comprising an inductive braking component may be present all along the predetermined path.

Preferably, the soil brake zone 26 is installed in areas estimated to be critical.

The ground brake zones can have different purposes, according to which they are dimensioned.

For example, in order to guarantee a stop at the end of a line, the length of the ground brake zone and the arrangement of the stator elements (in particular the height of the frame 12 of the stator 10 and / or of the stator support 9) are dimensioned to obtain an optimum braking force with empty vehicles.

Alternatively, the ground brake zones are installed in areas deemed critical to locally increase the deceleration of the train without having the purpose of stopping it when using the control brake, or having the purpose of stop it when operating the emergency brake, and in both cases are dimensioned to obtain an optimal braking force with loaded vehicles.

FIG. 7 shows a ground brake zone 26 in its application for an emergency braking of the railway vehicle in order to obtain a total stopping of this vehicle in a braking zone, corresponding to the ground brake zone 26.

The ground brake zone 26 is activatable via a power supply, as explained in more detail below with reference to FIG. 8.

The train shall not stop after the ground brake zone, except in the case where the train emergency brake is tripped late, ie after the start of the ground brake zone. . In order to generate an additional margin of safety, the ground brake zone 26 can be oversized and thus extended over a few tens of meters, if necessary, to the point to be protected.

In the most common case, the induction brake is used in addition to the mechanical brake in an emergency braking mode. In this case, a COM emergency brake command is sent by the CBTC.

Before entering the ground brake zone 26, at a first distance d1; only the emergency mechanical brake is applied, and a deceleration y, of the vehicle is obtained. The vehicle reaches a speed of ΝΛ less than V0 when entering the ground brake zone 26.

Over a second distance d2, situated at the beginning of the ground brake zone 26, the induction braking is added to the frictional mechanical braking, which allows a nonlinear increase in deceleration, making it insensitive to the wheel-wheel adhesion limitations. rail. The deceleration increases with each carrier structure having induction elements on the vehicle side, up to a speed V2 of less than ΝΛ.

By adding electromagnetic induction braking, it is possible to substantially increase the braking force and therefore reduce the braking distance d2 required to reach the speed V3 = 0.

Therefore, the safety distances between the trains can be reduced, which allows an increase in the frequency of the trains, if necessary.

Also, the braking distances at the end points at the end of the line can also be reduced, which makes it possible to shorten the tracks, and also to generate a saving of time for the time necessary for the landing and re-embarkation of the passengers of a train.

Figure 8 schematically shows an embodiment of an electrical installation for supplying a ground brake zone 26 divided into ground brake sub-zones 26-1 to 26-r.

As explained, in the embodiment described above, the vehicle-side induction braking components are composed of permanent magnets 14, capable of interacting with the lane-side braking induction components, including stator elements 10, when these stator elements 10 are electrically powered.

In this example, the whole of the ground brake zone 26 is connected to an electrical cabinet 40, by a circuit provided with switches 42-1 to 42-r, each switch being associated with one of the brake sub-zones. from ground 26-1 to 26-r.

When a switch 42-i is closed, the corresponding ground brake zone 26-i is electrically powered, and an electromagnetic field is created. Therefore, braking is systematically applied to each vehicle provided with braking induction components passing through the ground brake zone 26-i.

When the switch 42-i is open, the corresponding ground brake zone 26-i is not powered electrically (open electrical circuit), and no induction braking force will be generated when a train passes through the ground brake zone 26-i.

Advantageously, each sub-zone of ground brake 26-1 to 26-r can be activated or deactivated individually and independently of the others, by closing or opening the corresponding switch 42-1 to 42-r, according to braking needs.

This embodiment allows a more precise adjustment of the braking curve, by activating a part composed of one or more sub-zones of the ground brake zone and makes it possible to reach a more regular deceleration of the railway vehicle, when an emergency stop is not the purpose of the braking action.

In addition, advantageously, the presence of independently activatable ground brake sub-zones makes it possible to adjust the braking as a function of the possible presence of another rail vehicle present on the track, for example on the end of the end zone. of soil. In particular, inadvertent braking of such another vehicle can be avoided by the actuation of sub-areas.

Fig. 9 schematically illustrates a method for activating and deactivating the ground brake zones 26, in one embodiment.

The CBTC control system preferably comprises an embedded part on board the vehicle and a centralized part, the embedded part being able to communicate with the centralized part by wireless communication means.

The railway vehicle comprises an onboard control device 32, which is for example an on-board computer, which implements the onboard part of the CBTC control system and a function 30 for activating / deactivating the ground brake zones. The on-board computer includes a memory 34, in which are stored the known path of the track with all the characteristics of the track and in particular the locations of the zones and / or sub-zones of the ground brake along the track. The onboard computer 32 comprises, in one embodiment, one or more processors capable of executing computer program code instructions when they are powered up, in order to implement various train control functions.

In an application of the invention to a subway type railway vehicle, each subway includes a control function adapted to activate the next 26-s ground brake zone located just in front of the subway and deactivate the ground brake zone. -p previous located just behind the subway.

As already mentioned above, it is possible to pre-calculate the braking curve of the railway vehicle theoretically in a ground braking zone, depending at least on the arrangement of the stator-forming elements and the passive induction elements.

The stopping distance of the train is calculated by the function 30 of the on-board computer, taking into account the additional deceleration provided by the ground brake zone as a function of a given combination of parameters, in particular the condition of the wheels. , rails, train load.

In one embodiment, the stopping distance of the train is calculated for a maximum transport load, and for a predetermined wear state of the wheels and rails.

In an alternative embodiment, the transport and wear load parameters are dynamically updated.

In another alternative embodiment, a plurality of braking curves are precalculated for different sets of parameters, stored, and a curve to be used to calculate the stopping distance is selected from the previously recorded curves.

A computer program giving the possibility of performing the calculations to determine the braking curve is applied by the calculation means, for example processors, of the on-board computer.

In a ground brake zone 26, the overall braking capacity of a vehicle is equal to the sum of the deceleration provided by the mechanical braking and the deceleration y2 provided by the induction brake plus the effect of the slopes and resistance to progression.

The calculation of the braking curve allows the specific control of the braking distances, and the sending of the mechanical braking and electromagnetic braking commands from the control system according to the determined conditions, for example the presence of obstacles or obstacles. other vehicles stopped downstream on the track.

The control device is adapted to actuate the switch (s) of the ground brake zones and sub-zones 26 when emergency braking is triggered. Preferably, the control device may be adapted to actuate the one or more switches in response to a determination of a distance between said vehicle and said obstacle in front of said vehicle, in order to avoid collisions and their often disastrous consequences. The obstacle may be another vehicle (similar or identical) in front of the vehicle in question. Then, the braking system may be used to shorten the braking distances, if the control device is adapted to operate the one or more switches in response to a determination of a distance between the vehicle in question and another vehicle present on the vehicle. same way in front of said vehicle.

The steps of the method for activating and deactivating the ground brake zones 26, in one embodiment are illustrated in FIG. 9.

In the first step 100, the on-board portion of the CBTC generates the emergency brake request. The mechanical friction brake is activated in step 110, and step 120 determines the braking distance d as a function of the deceleration γι due to the sole application of the friction brake. In step 130, the control function 30 compares the information received relative to the position of the train on the channel 8, and uses the information contained in the memory to calculate the distance fs that separates the train from the beginning of the next zone. In step 140, the control function 30 determines whether it is useful to activate the next ground brake zone 26. If, in application of the deceleration γι, the distance of stopping of the train d is less than the distance fSi so if the mechanical brake allows a stop the ground brake zone 26, the ground brake zone 26 is activated.

If, on the contrary, the stopping distance of the train d is greater than the distance fs, it is necessary to activate the ground brake zone 26 in order to benefit the train from the deceleration γ2 produced by the induction braking. In step 150, the control function 30 determines a new braking distance d2 as a function of the combination of the decelerations γι and y2, thus taking into consideration the additional deceleration due to the electromagnetic braking.

In the case of subdivision of the ground brake zone 26 into several sub-zones 26-n, the control function 30 determines in step 155 the number of sub-zones 26-n to be activated to cover the entire distance d stop d2. In step 160, the control function 30 checks the presence of a downstream train on the same track 8 in the next ground brake zone 26.

In the absence of a downstream train on the whole of the ground brake zone 26, the activation command of the entire ground brake zone is given in step 170a.

In the opposite case, the control function 30 may choose to activate the entire ground brake zone 26 or only the preceding sub-zones, if the distance covered is sufficient (step 170b). Stopping the train is obtained in step 180, and the emergency brake command is then deactivated in step 190. The control function 30 then deactivates the ground brake zone 26 previously activated.

Preferably, but not necessarily, it is the active inductive elements that are arranged in a fixed position relative to the track, because it facilitates the realization and activation / deactivation of the power supply of these elements.

In order to operate the switches, control signals and the energy for the switches must usually be provided. Although the control signals can be transmitted wirelessly, the power supply of the switches is much simpler, if the active induction part arrangement is fixedly mounted relative to the channel. Signal transmission over a wire link is also more reliable than wireless transmission which can be subjected to several types of disturbances.

To enable manual activation of emergency braking, the control device may be adapted to actuate the switch (s) in response to a user-operated manual control, in the case of amusement park vehicles. as in the railway case. Such a user can be any user, including a person outside the vehicle, for example, in a station or at a command station.

In one embodiment, the vehicle and / or the track on which it travels, may be equipped with appropriate sensors which are adapted to determine at least one parameter selected from the following group comprising: wear of the displacement members; track wear, the transport load of the load transport assembly, the speed of the vehicle relative to the track, the distance between vehicles succeeding one another on the same track.

This embodiment is more particularly suited to the application in the field of amusement park vehicles, which is not subject to the same safety standards as the railway domain.

In this embodiment, the sensor or sensors transmit information for calculating the braking curves to be applied.

Since the present invention makes it possible to shorten the braking distances of moving vehicles, the transport arrangement of the present invention advantageously comprises a plurality of vehicles, particularly railway vehicles, as described above, succeeding each other on the same track with a safety distance along the path of the track between each pair of immediately successive vehicles which varies, in particular which varies irregularly, with time. Subgroups of vehicles may be coupled for common travel along the track to form trains. For example, a train can include up to eight vehicles. A plurality of trains may also succeed one another on the track as described above.

Since the maximum electromagnetic braking force is obtained in a certain predetermined vertical position relation between the induction braking components, and furthermore given that each vehicle of a train has its own inductive braking component on the vehicle, the maximum electromagnetic braking force depends linearly on the length of the train. In addition, since the vehicles of a train are coupled together successively along the path of the track, the mass of a train also linearly depends on the length of the train. Therefore, the maximum deceleration achievable with the induction brake described herein is independent of the length of the train once the predetermined vertical position relationship of maximum braking force between the induction braking components along the path of the track has been established. This independence of the length of the train is also true for any other braking force, different from the maximum braking force, performed by the induction brakes of the entire train. The invention has been described above in an embodiment in which the active induction braking component comprises wire windings belonging to an electrical circuit, activatable / deactivatable by means of switches.

In an alternative embodiment, the power supply for the wire windings is maintained, and the passive magnet braking component comprises one or more actuators, which are adapted to move the rows of magnets so as to deactivate their interaction with the coils. to provide an electromagnetic braking force.

In addition to the self-regulating mechanism described above, the positioning of the vehicle-side induction braking component can be pre-adjusted manually with respect to the engagement location of the displacement members, and thus with respect to the induction brake component on the side of the track.

This is of interest in the case of a positioning retaining the self-regulating effect described above, in order to compensate for the wear of the displacement members, in particular wheels. This is also of interest when the load for certain transport tasks is known in advance, so that the lane-guided vehicle can be set to perform the respective transport task in advance, as is the case in application to amusement park vehicles.

Claims (17)

1. - Vehicle guided on track, adapted to move along a predetermined route, comprising: displacement members (2a, 2b), adapted to be in direct support engagement with said track (6a, 6b), said displacement members (2a, 2b) defining a direction of movement of said vehicle, a load transport assembly adapted to take a load to be transported along said track, and an inductive braking component (14, 14a, 14b) of the side of the vehicle, selected from the group comprising an active induction braking component and a passive induction braking component, the other inductive braking component of said group, said inductive braking component (10, 10a, 10b) of the side of the track, being adapted to be fixed in a predetermined fixing position relative to said track, said active and passive induction braking components being able to cooperate to generate a force electromagnetic braking system when moved relative to each other in the direction of travel of the vehicle, characterized in that the vehicle-side inductive braking component (14, 14a, 14b) is capable of to be moved, in a predetermined direction different from the direction of movement of the vehicle, relative to the position of the induction brake component (10, 10a, 10b) on the side of the track, which displacement varies the braking electromagnetic force obtained. 2. - Vehicle according to claim 1, characterized in that the displacement of the component (14, 14a, 14b) of induction braking on the side of the vehicle relative to the displacement of the component (10, 10a, 10b) braking by induction of the side of the track is in translation in a direction (Y) substantially vertical. 3. - Vehicle according to one of claims 1 or 2, characterized in that the load transport assembly comprises a support structure (4) on which the displacement members (2a, 2b) are attached via elements ( 22), and that the vehicle-side induction braking component (14, 14a, 14b) is attached to said support structure (4). 4. - Vehicle according to one of claims 1 or 2, characterized in that the load transport assembly comprises a transport load compartment adapted to contain the load to be transported along said path, the load compartment being attached to the support structure (4) via secondary suspension elements (22 '), and in that the vehicle-side induction braking component (14, 14a, 14b) is attached to the load compartment or a secondary suspension element. 5. - Vehicle according to any one of claims 1 to 4, characterized in that a displacement of the component (14, 14a, 14b) of induction braking on the side of the vehicle relative to the position of the inductive braking component the side of the track depends on the load carried by the vehicle load transport assembly. Vehicle according to claim 5, characterized in that the vehicle-side induction braking component is positioned to reach an optimum operating position for a predetermined transport load, corresponding to a maximum braking electromagnetic force for said vehicle. predetermined transport load. 7. - Vehicle according to any one of claims 1 to 6, characterized in that the passive induction braking component (14, 14a, 14b) comprises permanent magnets (16, 18) and the active induction braking component. comprises electrically conductive elements. 8. - Vehicle according to claim 7, characterized in that said passive induction braking component comprises at least two rows of permanent magnets, said rows being parallel to each other and forming an air gap between them with magnets of different polarities who oppose on the gap. 9. - Vehicle according to any one of claims 7 or 8, characterized in that said active induction braking component comprises wire coils belonging to an electrical circuit. 10. - Vehicle according to claim 9, characterized in that said active induction braking component comprises at least one switch (42-1, ..., 42-r) adapted to open and / or close said electrical circuit. 11. - Vehicle according to claim 8, characterized in that said passive induction braking component comprises at least one actuator adapted to move said rows of permanent magnets relative to each other. 12, - Vehicle according to any one of claims 1 to 11, characterized in that it further comprises a friction mechanical braking device. 13. - A transport arrangement on track equipped with an electromagnetic braking system, characterized in that it comprises a guided vehicle on track according to any one of claims 1 to 12 and a transport path on which said vehicle is adapted to move, a vehicle-side induction braking component being selected from the group consisting of an active induction braking component and a passive induction braking component, the other inductive braking component of said group, said component of channel-side induction braking, being fixed in a predetermined fixing position with respect to said channel, the mutual interaction of said induction braking components being able to generate an electromagnetic braking force to decelerate the vehicle. 14, - transport arrangement according to claim 13, characterized in that the vehicle side induction braking component is a passive induction braking component and the track side induction braking component is a braking component. by active induction, able to be activated by power supply. 15. - A transport arrangement according to claim 14, characterized in that it comprises a plurality of active induction braking components mounted on the side of the track on dedicated areas (26), each dedicated zone comprising at least one sub-region. zone (26-1, ..., 26-r) can be activated individually. 16. - A transport arrangement according to claim 15, characterized in that the vehicle comprises an onboard control device (32) adapted to control the activation and / or deactivation of the dedicated zones (26), and / or the activation / deactivation of each subfield (26-1, ..., 26-r) individually activatable. 17, - transport arrangement according to any one of claims 13 to 16, characterized in that the active braking component is a stator element (10, 12), having a width, a length and a height in directions respectively orthogonal two by two, said stator element extending parallel to the track along its length, and vertically along its height, and in that the passive induction component comprises at least one magnetic bar (16, 18) held by a fastening element (20), extending substantially parallel to said stator element, the stator element and said magnetic bar overlapping at least partially in the height direction of the stator element when interacting at a relative speed along the track, the overlap in the direction of height being variable depending on the load carried by the vehicle.