Safety control system of freight cableway

Abstract

The utility model provides a safety control system of a freight cableway, and relates to the technical field of safety control of freight cableways. The system comprises a double-side pulse counter, a signal processing unit, a proximity switch group and a control unit. The bilateral pulse counters are mounted on guide wheel rotating shafts on two sides of a cableway driving wheel; the signal processing unit is electrically connected with the double-side pulse counter so as to process the collected signals. The proximity switch group comprises two proximity switches which are respectively arranged on two portal frame cross beams in the same station entrance direction of the cableway and are arranged at intervals along the track of the cargo bucket. And the control unit is electrically connected with the signal processing unit and the proximity switch group. According to the system, redundancy detection of the bilateral pulse counters and collaborative layout of the proximity switches are adopted, so that when a single-side sensor fails, the station entering position of the cargo bucket can be accurately judged, progressive braking is triggered, double accurate detection and graded active braking are achieved, and the safety protection reliability of braking at the tail end of the freight cableway is remarkably improved.

Description

Technical Field

[0001] This utility model relates to the field of safety control technology for freight ropeways, and more specifically, to a safety control system for freight ropeways. Background Technology

[0002] Freight cableways are widely used in complex terrain transportation scenarios, and their safety control system is a core component to ensure transportation safety. With increasing transportation distance and load, traditional freight cableways often experience problems such as cargo buckets speeding into stations due to the lack of reliable position detection structures. When the cargo bucket enters the station area, blind spots in manual observation or unreasonable layout of detection devices prevent accurate identification of the cargo bucket's real-time position, leading to delayed or failed braking commands and causing equipment collision accidents.

[0003] In existing technologies, some cargo cables employ a structural design that combines a single-sided encoder with a mechanical limit switch. For example, a pulse encoder is installed on one side of the wire rope to detect displacement, and a mechanically triggered limit bar is installed near the station. However, this type of structure has inherent defects: the single-sided encoder can cause displacement detection distortion due to wire rope slippage or mechanical wear; the mechanical limit bar can only trigger a passive stop after the cargo bucket collides, and cannot achieve active graded braking before entering the station; moreover, the mechanical structure is susceptible to environmental corrosion, which affects its sensitivity.

[0004] In summary, the technical problem of how to accurately determine the hopper's entry position and trigger progressive braking control when a single-sided sensor fails, through the coordinated layout design of a dual-sided encoder redundant detection structure and proximity switches, is an urgent technical problem to be solved. Utility Model Content

[0005] The main objective of this invention is to provide a safety control system for freight cableways, which addresses the technical problem of how to accurately determine the cargo bucket's entry position and trigger progressive braking control when a single-sided sensor fails, through a collaborative layout design of a dual-sided encoder redundant detection structure and proximity switches. This achieves dual accurate detection of the cargo bucket's entry position and graded active braking by using a dual-sided encoder redundant verification and a collaborative layout design of proximity switches, significantly improving the safety and reliability of the freight cableway's end braking.

[0006] To achieve the above objectives, this utility model provides a safety control system for a freight cableway, the system comprising:

[0007] A dual-sided pulse counter, wherein the dual-sided pulse counter is fixedly installed on the guide wheel shafts on both sides of the cableway drive wheel;

[0008] The signal processing unit is electrically connected to the dual-sided pulse counter;

[0009] The proximity switch group includes at least two proximity switches, which are installed on two gantry beams in the same station entrance direction of the cableway and are arranged at intervals along the cargo bucket running track.

[0010] The control unit is electrically connected to the signal processing unit and the proximity switch group, respectively.

[0011] Specifically, the proximity switch group includes a first proximity switch and a second proximity switch. The first proximity switch is installed on a first gantry beam at a set distance from the station entrance, and the second proximity switch is installed on a second gantry beam at the station end point. The two gantry beams are located at the same station, and the first proximity switch and the second proximity switch are respectively connected to the control unit.

[0012] Specifically, the control unit includes a graded braking module, which consists of multiple voltage comparison circuits, each of which corresponds to a preset reference voltage threshold.

[0013] Specifically, the dual-sided pulse counter includes a first incremental encoder and a second incremental encoder. The first incremental encoder is coaxially connected to the guide wheel shaft on the left side of the drive wheel, and the second incremental encoder is coaxially connected to the guide wheel shaft on the right side of the drive wheel.

[0014] Specifically, the control system further includes a relay group connected to the control unit to receive graded braking commands issued by the control unit.

[0015] Specifically, the relay group includes a warning relay, a braking relay, and a power-off relay connected in parallel. The warning relay, the braking relay, and the power-off relay respectively receive the graded braking command and trigger the corresponding circuit.

[0016] This invention provides a safety control system for a freight cableway. The system includes a dual-sided pulse counter, a signal processing unit, a proximity switch group, and a control unit. The dual-sided pulse counter is installed on the guide wheel shafts on both sides of the cableway drive wheel. The signal processing unit is electrically connected to the dual-sided pulse counter to process the collected signals. The proximity switch group contains two proximity switches, respectively installed on the two gantry beams at the entrance direction of the same station, spaced apart along the cargo bucket track. The control unit is electrically connected to both the signal processing unit and the proximity switch group. This system, through redundant detection by the dual-sided pulse counter and the coordinated layout of the proximity switches, can accurately determine the cargo bucket's entry position even when a single-sided sensor fails, triggering progressive braking. This achieves dual accurate detection and graded active braking, significantly improving the reliability of the freight cableway's end-braking safety protection. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0018] Figure 1 This is a connection diagram of a safety control system for a freight cableway, which is an optional embodiment of this utility model.

[0019] 10. Dual-sided pulse counter; 20. Signal processing unit; 30. Proximity switch group; 31. First proximity switch; 32. Second proximity switch; 40. Control unit; 41. Graded braking module; 11. First incremental encoder; 12. Second incremental encoder; 50. Relay group; 51. Warning relay; 52. Braking relay; 53. Power-off relay. Detailed Implementation

[0020] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] A safety control system for a freight cableway, as provided in an embodiment of this utility model, is as follows: Figure 1 As shown, this utility model provides a safety control system for a freight cableway. The system includes: a dual-sided pulse counter 10, a signal processing unit 20, a proximity switch group 30, and a control unit 40. The dual-sided pulse counter 10 is fixedly installed on the guide wheel shafts on both sides of the cableway drive wheel. The signal processing unit 20 is electrically connected to the dual-sided pulse counter 10. The proximity switch group 30 includes two proximity switches, which are respectively installed on two gantry beams at the entrance direction of the same station of the cableway and arranged at a set distance along the running trajectory of the cargo bucket. The control unit 40 is electrically connected to the signal processing unit 20 and the proximity switch group 30. The dual-sided pulse counter 10 is used to synchronously collect displacement pulse signals of the steel wire ropes on both sides of the drive wheel. The signal processing unit 20 is used to receive and compare the displacement pulse signals of the steel wire ropes on both sides of the drive wheel to generate a verification signal. The proximity switch group 30 is used to acquire proximity switch trigger signals. The control unit 40 is used to output graded braking commands to the cableway brake according to the verification signal or the proximity switch trigger signal.

[0022] The specific implementation method of the safety control system for freight cableways is as follows:

[0023] The dual-sided pulse counter 10 employs Hall pulse sensors, which are coaxially fixed to the ends of the guide wheel shafts on both sides of the cableway drive wheel via flanges. The A-phase output of the dual-sided pulse counter 10 is connected to the RS485 input of the signal processing unit 20 via a shielded twisted-pair cable, and the B-phase output is connected to the RS485 spare input of the signal processing unit 20 via another shielded twisted-pair cable. The dual-sided pulse counter 10 monitors the displacement of the steel wire ropes on both sides of the drive wheel in real time, triggering anomaly detection when a deviation in the displacement of the steel wire ropes on both sides occurs.

[0024] The signal processing unit 20 uses an STM32F407 microcontroller with a built-in differential comparison algorithm. The SPI interface of the signal processing unit 20 is connected to the CAN transceiver of the control unit 40 via a CAN bus. After receiving the A / B phase pulse signals from the dual-side pulse counter 10, the signal processing unit 20 performs the following processing steps: Hamming window filtering is applied to the pulse signals on both sides to eliminate high-frequency interference; a sliding time window algorithm is used to calculate the cumulative count value of the pulses on both sides; when the deviation between the count values ​​on both sides exceeds a set threshold of 5%, a verification signal containing the direction and amplitude of the deviation is generated.

[0025] The proximity switch assembly 30 comprises two LJ18A3-8-Z / BX type inductive proximity switches, which are bolted to two gantry beams at the entrance of the cableway station. The two proximity switches are spaced 5 meters apart along the cargo bucket's running trajectory, with the first proximity switch located at the center of the front beam at the entrance and the second proximity switch located at the center of the rear beam at the entrance. The NPN output of the proximity switch assembly 30 is connected in parallel to the DI input port of the control unit 40, triggering a switching signal when the cargo bucket enters the proximity switch detection area.

[0026] The control unit 40 uses an S7-1200 PLC, and its DO output port is connected to the solenoid valve coil of the cableway brake via a relay module. The control unit 40 executes a graded braking strategy: when it receives a verification signal from the signal processing unit 20, it activates the first-level braking mode based on the deviation direction, causing the brake to perform deceleration braking at 50% of its rated pressure; when it receives a trigger signal from the proximity switch group 30 and the verification signal persists, it activates the second-level braking mode, causing the brake to perform emergency braking at 100% of its rated pressure. The control unit 40 has a built-in timer module that maintains the braking state for at least 30 seconds after the second-level braking is initiated.

[0027] The guide wheel shaft and the dual-side pulse counter 10 are installed using a transition fit, with the distance between the flange end face and the shaft end face controlled within 0.5mm to ensure pulse acquisition accuracy error is less than ±0.1%. The proximity switch mounting base on the gantry beam is equipped with a height adjustment slot, allowing the vertical distance between the proximity switch sensing surface and the cargo bucket trigger plate to be adjustable within a range of 8-15mm. The signal processing unit 20 and the control unit 40 exchange data via the MODBUS-TCP protocol, with a communication cycle set to 10ms. An intermediate relay is installed between the brake solenoid valve coil and the control unit 40; the relay coil's rated voltage is DC24V, and the contact capacity is 10A / 250VAC.

[0028] This embodiment provides a safety control system for a freight cableway, designed to improve the reliability of end-braking safety protection. The system includes a dual-sided pulse counter, a signal processing unit, a proximity switch group, and a control unit. The dual-sided pulse counter is fixedly mounted on the guide wheel shafts on both sides of the cableway drive wheel, enabling real-time acquisition of guide wheel rotation information. The signal processing unit is electrically connected to the dual-sided pulse counter and is responsible for processing and analyzing the acquired signals. The proximity switch group contains two proximity switches, respectively installed on two gantry beams at the entrance direction of the same station, spaced at intervals along the cargo bucket's running trajectory, used to detect the approach of the cargo bucket. The control unit is electrically connected to both the signal processing unit and the proximity switch group, receiving and processing signals from both. Through the redundant detection structure of the dual-sided pulse counter and the coordinated layout design of the proximity switches, this system can accurately determine the cargo bucket's entry position even in the event of single-sided sensor failure, triggering progressive braking control. This achieves dual accurate detection of the cargo bucket's entry position and graded active braking, providing strong protection for the safe operation of the freight cableway.

[0029] The following is a preferred embodiment of the safety control system for the freight ropeway provided in this example:

[0030] Specifically, the proximity switch group 30 includes a first proximity switch 31 and a second proximity switch 32. The first proximity switch 31 is installed on a first gantry beam at a set distance from the station entrance, and the second proximity switch 32 is installed on a second gantry beam at the station end position. The two gantry beams are located at the same station, and the first proximity switch 31 and the second proximity switch 32 are respectively connected to the control unit 40.

[0031] Specifically, the control unit 40 includes a graded braking module 41, which is composed of multiple voltage comparison circuits, each of which corresponds to a preset reference voltage threshold.

[0032] Specifically, the dual-sided pulse counter 10 includes a first incremental encoder 11 and a second incremental encoder 12. The first incremental encoder 11 is coaxially connected to the guide wheel shaft on the left side of the drive wheel, and the second incremental encoder 12 is coaxially connected to the guide wheel shaft on the right side of the drive wheel.

[0033] Specifically, the control system further includes a relay group 50, which is connected to the control unit 40 to receive graded braking commands issued by the control unit 40.

[0034] Specifically, the relay group 50 includes a warning relay 51, a braking relay 52, and a power-off relay 53 connected in parallel. The warning relay 51, the braking relay 52, and the power-off relay 53 respectively receive the graded braking command and trigger the corresponding circuit.

[0035] The preferred implementation method for the safety control system of the freight cableway is as follows:

[0036] 1. Specific implementation of the dual-sided pulse counter 10

[0037] The dual-sided pulse counter 10 includes a first incremental encoder 11 and a second incremental encoder 12. The first incremental encoder 11 is coaxially mounted on the end of the guide wheel shaft on the left side of the drive wheel via a keyway, and the second incremental encoder 12 is coaxially mounted on the end of the guide wheel shaft on the right side of the drive wheel in the same manner. The A / B phase output terminals of the first incremental encoder 11 are connected to the X1 terminal of the signal processing unit 20 via an RVVP 2×0.75 shielded cable, and the A / B phase output terminals of the second incremental encoder 12 are connected to the X2 terminal of the signal processing unit 20 via the same cable. The first incremental encoder 11 and the second incremental encoder 12 each output 100 pulse signals for every 1° of rotation, thereby acquiring the displacement of the steel wire ropes on both sides of the drive wheel in real time. The dual-side pulse counter (10) adopts a master-slave redundant architecture. When the master-side encoder (first incremental encoder 11) fails due to disconnection or data deviation, the control unit (40) automatically switches to the backup encoder (second incremental encoder 12) data and performs displacement compensation in combination with historical operating deviation values. When the dual-side encoder data conflict, the trigger signal of the proximity switch group (30) is executed first, and the emergency braking procedure is started.

[0038] 2. Specific arrangement of proximity switch group 30

[0039] The proximity switch assembly 30 includes a first proximity switch 31 and a second proximity switch 32. The first proximity switch 31 is vertically mounted on the lower surface of the first gantry beam 10 meters from the station entrance using M8 bolts, with the sensing surface facing downwards. The second proximity switch 32 is mounted on the lower surface of the second gantry beam at the station's end point in the same manner. The normally open contact of the first proximity switch 31 is connected to terminal DI1 of the control unit 40, and the normally open contact of the second proximity switch 32 is connected to terminal DI2 of the control unit 40. When the metal trigger plate at the bottom of the cargo hopper enters the sensing area (sensing distance 8mm), either the first proximity switch 31 or the second proximity switch 32 outputs a 24V high-level signal.

[0040] 3. Signal processing flow of signal processing unit 20

[0041] The signal processing unit 20 uses an STM32F407VGT6 microcontroller as its core processor and incorporates an AD8606ARZ operational amplifier to construct the signal conditioning circuit. The STM32F407VGT6 microcontroller employs a sliding time window algorithm to process pulse signals: within every 100ms time window, it accumulates the pulse count values ​​of the first incremental encoder 11 and the second incremental encoder 12, respectively. When the deviation between the left and right pulse count values ​​exceeds a set threshold of 5%, the signal processing unit 20 sends a verification signal containing the deviation direction (left / right deviation) and deviation value (1-100%) to the control unit 40 via an RS485 interface. The communication baud rate of the signal processing unit 20 is set to 115200bps, and the data frame includes a start bit, 8 data bits, and an odd parity bit.

[0042] 4. Staged braking implementation in control unit 40

[0043] The graded braking module 41 of the control unit 40 includes three voltage comparison circuits:

[0044] • The first voltage comparator circuit is set to a 0.5V reference threshold, corresponding to a 10% deviation in the verification signal.

[0045] • The second voltage comparator circuit is set to a 2.5V reference threshold, corresponding to a deviation of 50%.

[0046] • The third voltage comparator circuit is set to a 4.5V reference threshold, corresponding to a deviation of 90%.

[0047] When the verification signal voltage exceeds the 0.5V threshold, the COMP1 pin of the graded braking module 41 outputs a high level to the IN1 terminal of the relay group 50; when the voltage exceeds 2.5V, the COMP2 pin outputs a high level to the IN2 terminal; and when the voltage exceeds 4.5V, the COMP3 pin outputs a high level to the IN3 terminal. This circuit design ensures a response to signal changes within 5μs.

[0048] 5. Execution of the operation of relay group 50

[0049] Relay group 50 includes a warning relay 51, a braking relay 52, and a power-off relay 53.

[0050] • The coil terminal A1 of the warning relay 51 is connected to the OUT1 terminal of the control unit 40, and its normally open contact is connected to the audible and visual alarm circuit. When the COMP1 output signal is received, the warning relay 51 is activated, causing the alarm to emit an 80dB audible and visual alarm.

[0051] • The coil terminal A1 of brake relay 52 is connected to the OUT2 terminal of control unit 40, and its normally open contact is connected to the hydraulic brake solenoid valve. When the COMP2 output signal is received, brake relay 52 engages, applying 50% of the rated pressure to the brake.

[0052] • The coil terminal A1 of the power-off relay 53 is connected to the OUT3 terminal of the control unit 40, and its normally closed contact is connected in series in the main power contactor circuit. When the COMP3 output signal is received, the power-off relay 53 opens, de-energizing the main power contactor.

[0053] 6. System linkage control

[0054] When the first proximity switch 31 is triggered and the verification signal deviation continues to exceed 90%, the control unit 40 simultaneously activates the COMP3 output and DI1 input signals, causing the power-off relay 53 to operate and cut off the main power supply. When the second proximity switch 32 is triggered, the control unit 40 directly activates the COMP2 output, causing the brake relay 52 to operate. The response time of all relays is less than 20ms, ensuring that the braking system is activated before the cargo hopper enters the danger zone.

[0055] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A safety control system for a freight cableway, characterized in that The system includes: A dual-sided pulse counter (10) is fixedly installed on the guide wheel shafts on both sides of the cableway drive wheel; The signal processing unit (20) is electrically connected to the dual-sided pulse counter (10); The proximity switch group (30) includes two proximity switches, which are respectively installed on two gantry beams in the same station entrance direction of the cableway and arranged at intervals along the cargo bucket running track. The control unit (40) is electrically connected to the signal processing unit (20) and the proximity switch group (30), respectively.

2. The safety control system of claim 1, wherein: The proximity switch group (30) includes a first proximity switch (31) and a second proximity switch (32). The first proximity switch (31) is installed on a first gantry beam at a set distance from the station entrance, and the second proximity switch (32) is installed on a second gantry beam at the station end position. The two gantry beams are located at the same station. The first proximity switch (31) and the second proximity switch (32) are respectively connected to the control unit (40).

3. The safety control system of claim 1, wherein: The control unit (40) includes a graded braking module (41), which is composed of multiple voltage comparison circuits, each of which corresponds to a preset reference voltage threshold.

4. The safety control system of claim 1, wherein: The dual-sided pulse counter (10) includes a first incremental encoder (11) and a second incremental encoder (12). The first incremental encoder (11) is coaxially connected to the guide wheel shaft on the left side of the drive wheel, and the second incremental encoder (12) is coaxially connected to the guide wheel shaft on the right side of the drive wheel.

5. The safety control system of claim 1, wherein: The control system also includes a relay group (50) connected to the control unit (40) to receive graded braking commands issued by the control unit (40).

6. The safety control system of claim 5, wherein: The relay group (50) includes a warning relay (51), a braking relay (52) and a power-off relay (53) connected in parallel. The warning relay (51), the braking relay (52) and the power-off relay (53) respectively receive the graded braking command and trigger the corresponding circuit.

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