EP0051594B1 - Automatisches transportsystem mit von kabeln gezogenen passiven fahrzeugen - Google Patents

Automatisches transportsystem mit von kabeln gezogenen passiven fahrzeugen Download PDF

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Publication number
EP0051594B1
EP0051594B1 EP81900331A EP81900331A EP0051594B1 EP 0051594 B1 EP0051594 B1 EP 0051594B1 EP 81900331 A EP81900331 A EP 81900331A EP 81900331 A EP81900331 A EP 81900331A EP 0051594 B1 EP0051594 B1 EP 0051594B1
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EP
European Patent Office
Prior art keywords
cable
vehicle
clamp
transport apparatus
track
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP81900331A
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English (en)
French (fr)
Other versions
EP0051594A1 (de
Inventor
Jean Huon De Kermadec
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Soule SA
Original Assignee
Soule SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Soule SA filed Critical Soule SA
Priority to AT81900331T priority Critical patent/ATE11120T1/de
Publication of EP0051594A1 publication Critical patent/EP0051594A1/de
Application granted granted Critical
Publication of EP0051594B1 publication Critical patent/EP0051594B1/de
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00
    • B61B12/12—Cable grippers; Haulage clips

Definitions

  • the vehicles are guided by rails on the ground and driven by a cable traveling at constant speed.
  • the driver wants to stop at a station, he opens the clamp that links the vehicle to the cable and brakes the wheels of the vehicle.
  • he wants to start again, he tightens the cable with the pliers and the vehicle gradually starts to speed up the cable.
  • the progressiveness of the clutch is obtained either by friction of the jaws of the clamp on the cable, or by braking of pulleys which replace these jaws and roll without sliding on the cable.
  • This arrangement avoids providing a movable clamp relative to the vehicle chassis or a clamp equipped with an arm to bring the cable closer, or even a means of momentary movement of the cable relative to its guide circuit.
  • Maintaining vehicle spacing and the comfort of potential passengers requires relatively precise acceleration of vehicles when they harmonize their speed with that of the cable. This precision is obtained, according to another important characteristic of the invention, by a control of the braking force to the mass of the vehicle, by means of a weighing mechanism.
  • the vehicle comprises an upper chassis 1, intended to accommodate passengers, the opening of which is delimited by two uprights 2 and a floor 3.
  • This upper chassis 1 is suspended to a lower chassis 4 by cables such as 5, 6 fixed to suspension posts 9.
  • the lower chassis 4 carries the levers, guidance and drive of the vehicle, that is to say four vertical wheels 10 and four horizontal wheels 11 which bear on rails 12, a clamp 13 engaged on a cable 14, a road called "braked wheel 15.
  • FIG. 3 very schematically shows the driving of vehicles by the cable between the stations and in the clutch (when the vehicle mates with the cable) and declutching (when the vehicle is uncoupled from the cable) zones.
  • the direction of movement of the vehicles is indicated by the arrow 16.
  • the cable 14 guided by rollers 19 the rail 12 limited, so as not to overload the figure, to the part supporting the wheels 10, a clutch cam 20, a clutch cam 21, two conveyor or drive belts 22 and 23.
  • the clutch is similar.
  • the braked wheel 15 comes into contact with the drive belt 23.
  • the clamp 13 reaches the clutch release cam 21 which opens it.
  • the vehicle guided by the rails 12 continues to move horizontally while the cable guided by the rollers 19, gradually lowers.
  • the clamp 13 reaches the end of the cam 21, it closes free of cable, and the vehicle continues, driven by the band 23.
  • the structure of the clamp has two cheeks or flanges 24, 25 forming guides connected by two crosspieces 26, 27.
  • the guides 24, 25, are fixed under the chassis of a vehicle (not shown) and support an axis 28 on which two jaws 29, 30 are articulated.
  • the jaw 29 comprises two support arms 31, 32, two braked pulleys 33, 34, a stop 35, an opening arm 36 and an opening roller 37.
  • the jaw 30 comprises a braked pulley 38, a stop 39, an opening arm 40 and an opening roller 41.
  • a cable 42 is coupled to a spreader 43 for distributing the clamping force on the jaws 29 and 30.
  • a cable 44 is fixed to the jaw 29 by an axis 45.
  • a cable 46 after return to a pulley 47 is fixed to the jaw 30 by an axis 48.
  • the declutching cam 21 is shown in FIG. 4.
  • Figures 6 and 7 show in more detail the realization of a braked pulley 33; this comprises an axis 49 made integral with a sleeve 50 by a key 51, two friction linings 52, 53, a leaf spring 54, an outer ring 55, a flange 56 held by a nut 57.
  • the other pulleys 34 , 38 are similar.
  • the clamp according to the invention keeps the vehicle stationary relative to the cable like conventional clamps.
  • the clamping force proportional to the total mass of the vehicle thanks to a weighing system described with reference to FIGS. 12 and 13, is exerted permanently on the jaws 29 and 30 articulated on the axis 28.
  • the braked pulleys 33, 34 and 38 are fixed by their axis 49 on the jaws.
  • the movable part of these pulleys is the outer ring 55 held by the action of the spring blade 54 and the cable 14, if the clamp clamps this cable, against the linings 52 and 53.
  • the ring 55 has a slight clearance between the sleeve 50 and the flange 56.
  • the torque necessary to drive the rotation of these braked pulleys, therefore the movement of the vehicle relative to the cable is proportional to the clamping force therefore to the total mass of the vehicle.
  • the towing cable can therefore never cause an acceleration of a vehicle greater than a predetermined value, therefore the slightest shock.
  • the adhesion cable 14 - crown 55 will be provided significantly greater than the adhesion crown 55 - linings 52, 53 by suitable constructive provisions (choice of friction coefficients cable - pulley and crown - lining; choice of the shape of the pulley groove; choice of cable distances - pulley axis and fittings - pulley axis).
  • the cable 14 occupies a precise position in the clamp, because it is trapped, with a slight play, in a substantially square "window" whose support arms 31, 32 form the bottom side and the guides 24, 25 of the three other sides.
  • the lateral movement of the cable in this window is allowed by rotation of the jaws 29 and 30; vertical displacement is made possible on its side by axial movement of the braked pulleys 33, 34; 38.
  • the clamp draws aside the cable from its guide pulleys when the vehicle passes.
  • the cable then rests on the guides 24, 25 or on the support arms 31, 32 in the "donkey" curves.
  • the force exerted by the braked pulleys 33, 34, 38 on the cable therefore does not vary in the curves.
  • the rollers 37, 41 come to bear and roll on the cam 20 similar to 21 and cause the spacing of the braked pulleys 33, 34, 38.
  • the cable 14 rises in relation to the vehicle, by the play of their respective guides.
  • the cable 14 led by the guides 24, 25 abuts in the high position.
  • the cam 20 acting on the rollers 37, 41 can then allow the jaws to close.
  • the operation of the jaws 29, 30 is similar.
  • the guides 24, 25 guarantee the extraction of the cable from the braked pulleys 33, 34, 38 during the opening of the jaws 29, 30.
  • the jaws can be kept open until the next towing cable or, on the contrary, closed, the stops 35, 39 coming into contact with the cross-member 27.
  • the clamp according to the invention has just been described by way of means ensuring the progressiveness of the clutch on the cable. It is also possible to envisage, with a clamp of this type, variations in speed, the vehicle being able to engage on a cable at a faster speed to accelerate or slower to decelerate.
  • the clamp described with reference to Figures 4, 5 has three braked pulleys. This number is of course not compulsory and can vary from one to a number which is only limited by the length of the vehicle.
  • the multiplication of braked pulleys, arranged on the jaws symmetrically with respect to the cable or alternately alternating as in Figures 4, 5, allows if necessary to limit the force transmitted by each braked pulley and the cable winding angle on each .
  • FIGS. 8 to 11 Another embodiment of the clamp according to the invention known as “with braked tracks” is shown in FIGS. 8 to 11. These tracks replace the braked pulleys 33, 34, 38 of FIGS. 4 to 7.
  • FIGS. 8 and 9 the cable 14 can be seen in contact with two tracks 58, 59. These two tracks 58, 59 being identical, the text below gives the detailed description only of the track 58.
  • This is engaged on two pinions 60 and 61.
  • the pinion 60 is mounted on a shaft 62 with bearings 63, 64.
  • the pinion 61 is mounted on a shaft 65 with bearings 66 and 67.
  • An axis 68 is mounted on the jaw 29 (not shown) as the axis 49 of the braked pulley 33 shown in Figures 6 and 7.
  • This axis 68 is mounted on a chassis 69 by means of an elastic joint 70, consisting of two concentric metal tubes connected by an elastomer which gives the joint its elasticity.
  • the axes 62 and 65 are completely connected to the frame 69, the axis 62 directly, the axis 65 by means of two sliding blocks 71, 72. The position of these blocks is adjusted by screws 73, 74.
  • a plate or sole 75 guiding the track between the pinions 60, 61 is on one side in contact with the pinion 60 by means of the linings 76, 77 and on the other side in contact with the axis 65.
  • FIGS. 10 and 11 show with greater precision than FIGS. 8 and 9 the construction of the track 58 and its position between the cable 14 and the sole 75.
  • the track 58 consists of a double chain 78 with rollers 79, the links of which carry stirrups 80 in contact with the cable 14.
  • the rollers 79 are in contact with the sole 75.
  • the operation of the brake track clamp according to FIGS. 8 11 is identical to the operation of the brake block clamp according to FIGS. 4 to 7.
  • the clamping force of the jaw carrying the axis 68 is transmitted to the cable in the following manner : the axis 68 transmits the force to the chassis 69, the chassis 69 distributes this force on the two axes 62 and 65.
  • the axis 65 transmits its force directly to the sole 75 and the axis 62 transmits its through pinion 60.
  • the sole transmits the total force to the track 58 which in turn transmits it to the cable.
  • the mounting of the pin 68 in the elastic articulation 70 allows a slight orientation of the track 58 relative to the jaw, thus allowing good cable 14-track 58 contact.
  • the adjustment of the clearance of the track 58 is obtained by the screws 73, 74 which can move the axis 65 by means of the sliding blocks 71, 72.
  • the adhesive force of the movable part of the clamp on the cable is proportional to the clamping force of the jaws.
  • the braking force of the relative movement of the movable part of the clamp relative to its fixed part is also proportional to the clamping force jaws.
  • the total mass of the vehicle can vary considerably (for example from one to four between the empty vehicle and at full load), it is preferable that the braking force, and therefore that of jaws, are proportional to the total mass of the vehicle by weighing.
  • the upper chassis 1 is suspended by the posts 9 from the lower chassis 4 ( Figures 1, 2) by means of four cables 5 to 8. These cables pass respectively over pulleys 81 to 84 before being coupled each on the same weighing reel 85. On this reel are also coupled a cable 86 stretched by a so-called calibration spring 87, as well as a cable 88 attached to a lifting beam 89 which receives on one side the cable 42 for controlling the clamp (FIG. 4) and on the other a cable 90 for controlling the braked wheel 15.
  • a return pulley 98 is provided for the cable 42 while the cable 90 acts on a lever 91 articulated on the lower chassis 4 on an axle 92 and carrying a brake pad 93 opposite a brake drum 94 formed on the wheel 15.
  • the braked wheel 15 is mounted on an axle 95 carried by an arm 96 articulated on the axle 92.
  • the arm 96 is supported on a stop 97 fixed on the lower chassis 4 when the braked wheel 15 is not supported on a conveyor belt 22, 23.
  • the coil 85 is mounted on the lower chassis 4 with bearings (not shown). It can therefore turn mad on its axis and remains immobile under the action of the cable 88 which balances the actions of cables 5 to 8, 86 which are added.
  • Each of the four cables 5 to 8 is fixed at one end to the coil 85 and at the other end to one of the suspension posts 9. The upper chassis 1 is thus suspended from the lower chassis 4. If the winding radius of these four cables 5 to 8 on the reel 85 is the same, the total torque they exert on the reel is proportional to the mass of the upper chassis whatever its load and the position of this load.
  • the tension spring 87 exerts for this purpose a torque on the coil 85 which is added to that of the cables 5 to 8, hence its name of calibration spring.
  • the coil 85 performs, in the example described, the sum of five forces. This number can of course be different, in particular if the support polygon of the upper chassis 1 has more or less sides.
  • This reel mechanism for weighing, in addition to its simplicity, comes from the freedom of design that it leaves for the suspension of the vehicle. Indeed, the suspension of the lower chassis 4 on the rails 12 must be rigid enough to allow proper positioning of the clamp relative to the track. On the other hand, passenger comfort requires a more flexible suspension.
  • This suspension can be carried out between the two chassis in three directions: vertical, transverse, longitudinal. Transversally and longitudinally, the suspension will mainly be achieved by complementary connections between the two chassis not shown in the figures. Vertically, if the elasticity of the cables is insufficient, it will suffice to insert in these cables, or on the suspension posts 9, suspension members as indicated for example at 99 in FIG. 12.
  • the weighing mechanism described with reference to Figures 12 and 13 makes it possible to apply a force proportional to the total mass of the vehicle to more than two braked members, clamps or wheels. It suffices to provide new spreaders.
  • the mounting of two braked wheels on a vehicle can, for example, facilitate its drive in station, this arrangement allowing the vehicle to have at least one braked wheel 15 permanently in contact with a drive belt 22, 23. If the vehicle has several clamps, these can be provided to clamp the same cable as in Figures 14 and 15. They can also be provided to clamp different cables offset in the track, thus allowing the vehicle to pass from one tractor cable to another tractor cable.
  • the cable 42 exerts a tension on the cables 103 and 105, therefore a clamping force on the clamps 100 and 101.
  • the roller 109 is adapted to cooperate with a track such as 115, formed in the track; during its passage opposite this track, said roller 109 is raised with the effect of temporarily eliminating the clamping force of the clamp 100.
  • the force transmitted by the spreader 102 is no longer exerted on the cable 105, but on the cable 104.
  • the spring 114 maintains a slight tension in the cable 105.
  • the spring 113 maintains a slight tension in the cable 104 when the roller 109 is not in contact with the track.
  • An offset command of the two clamps can be particularly useful. Indeed, especially for passenger transport installations with high slopes (> 6%), the vehicle-cable adhesion will advantageously be higher when the vehicle is at the speed of the cable, than at the time of the clutch where small differences in speed must be made up without annoying acceleration for the passengers.
  • the clutch When the clutch is engaged, one of the pliers tightens the cable.
  • the other clamp clamps the cable in turn only when the vehicle has traveled a certain distance which guarantees that the cable and the vehicle are at the same speed.
  • the clamp which comes to clamp the cable in second when the vehicle and the cable are at the same speed may be of a conventional type with instantaneous clutch rather than of the type with progressive clutch according to the present description.
  • This mechanism essentially comprises two pulleys 118 and 119 on which two cables 116 and 11 are wound.
  • the cable 116 is divided at its right end into two cables 120 and 121 which are fixed like cable 117 on the spreader bar 122.
  • the cable 116 controls the clamping of a clamp 126.
  • the cable 117 is connected at one end to the spreader 122 and at the other to an arm 123 terminated by a roller 124 intended to be actuated by a track 125.
  • a roller 124 intended to be actuated by a track 125.
  • the tension in the cable 42 is distributed between the cables 120 and 121, but is found entirely in the cable 116.
  • the clamping force is then maximum.
  • the cable 117 discharges the cable 121 and the cable 116 receives only the tension of the cable 120. The clamping force is then reduced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Handcart (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Claims (14)

1. Automatische Transportvorrichtung mit einer Mehrzahl von passiven Fahrzeugen, die dafür eingerichtet sind, daß sie sich rollend auf einem Gleis (12) bewegen, das sie trägt und im geschlossenen Kreis führt, wobei der Antrieb der Fahrzeuge in mindestens einem Abschnitt des Kreises, dem sogenannten Hauptabschnitt, der ein Eingangs- und ein Ausgangsende aufweist, durch ein Zugseil (14) gewährleistet ist, das sich kontinuierlich in einem anderen geschlossenen Kreis bewegt, der bestimmt ist durch eine Anordnung von Seilscheiben und Rollen (19), wobei jedes der Fahrzeuge mit einer Vorrichtung zum Ankuppeln am Zugseil in Form eines Greifers mit zwei Klemmbacken (29, 30) ausgerüstet ist, die eine Stellung auf der einen und anderen Seite des Zugseils einnehmen können, sowie mit einer Betätigungsvorrichtung (20, 21), die im Fahrgleis befestigt ist und mit einer Steuervorrichtung (37, 41) des Greifers (13) so zusammenwirkt, daß sie dessen Schließung beim Eingang und dessen Öffnung beim Ausgang des Hauptabschnitts des kreises bewirkt, sowie schließlich mit einer Vorrichtung zur Annäherung zwischen Greifer (13) und Zugseil (14), dadurch gekennzeichnet, daß die Ankuppelvorrichtung dadurch progressiv ausgebildet ist, daß in mindestens einer der zwei Klemmbacken (29, 30) des Greifers (13) eine gebremste Seilscheibe (33, 34, 38) angeordnet ist, die aus einem feststehenden Axialteil (50, 62), einem um den feststehenden Teil drehbaren Teil (55 ; 58, 59) und einer Bremsvorrichtung zum Bremsen der Relativbewegung zwischen den zwei Teilen der gebremsten Seilscheibe besteht, so daß der drehbare Teil ohne Gleiten auf dem Seil rollt.
2. Automatische Transportvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Vorrichtung zur Annäherung zwischen Greifer (13) und Zugseil (14) eine örtlich begrenzte Zone der Veränderung des relativen Abstands zwischen dem das Fahrzeug stützenden und führenden Gleis (12) und dem Kreis des Zugseils (14) ist.
3. Transportvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß am Fahrzeug eine Lastwiegevorrichtung (85), die ein Signal gibt, und eine Übertragungsvorrichtung (42) vorgesehen sind, welche mittels der Bremse (52, 53) der Seilscheibe (33, 34, 38) eine durch dieses Signal bestimmte Bremskraft ausübt.
4. Transportvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß am Fahrzeug eine Wiegevorrichtung (85), welche ein Signal gibt, und eine Übertragungsvorrichtung (42) angeordnet sind, welche an dem Greifer eine durch das Signal bestimmte Festklemmkraft am Zugseil ausübt.
5. Transportvorrichtung nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß die Bremsvorrichtung (52) durch Festklemmen des Greifers (13) betätigt wird.
6. Transportvorrichtung nach einem der Ansprüche 3 bis 5, dadurch gekennzeichnet, daß die Lastwiegevorrichtung eine auf einer mit dem Chassis (4) des Fahrzeugs verbundenen Achse frei drehbar gehaltene « Spule (85) aufweist, die im Gleichgewicht ist unter der Einwirkung einerseits mehrerer Zugbänder (5 bis 8, 86), welche bestrebt sind, sie in der einen Richtung zu drehen, und andererseits eines Zugbandes (88), das dieser Drehung entgegenwirkt.
7. Transportvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß. wenn ein Zugseil (14) ein Fahrzeug antreibt. die Querverschiebungen des Zugseils bezüglich des Fahrzeugs durch mindestens einen Flansch (24. 25) begrenzt sind, der am Chassis des Fahrzeugs befestigt ist und eine Führung bildet, wobei diese Führung einen erweiterten Einlaß aufweist. der durch mindestens einen Arm (31. 32) verschließbar ist, der beim Öffnen des Greifers ausschwenkt.
8. Transportvorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß in bestimmten Bereichen des Hauptabschnitts eine im Gleis angeordnete Betätigungsvorrichtung (125) auf die Bremskraft-übertragungsvorrichtung (122) einwirkt und einen Teil der an die Bremsvorrichtung (52, 53) übertragenen Kraft aufnimmt.
9. Transportvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Fahrzeug auch mit einer Zusatz-Ankupplungsvorrichtung (100) ausgerüstet ist, welche nach der ersten Ankupplungsvorrichtung (101) wirksam wird.
10. Transportvorrichtung nach Anspruch 9, dadurch gekennzeichnet, daß die Zusatz-Ankupplungsvorrichtung (100) eine sofortige Kupplungswirkung entfaltet.
11. Transportvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der bewegliche Teil ein endloses Band (58) oder eine Raupe ist.
12. Transportvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Fahrzeug auch mindestens ein Rad (15) aufweist, das sich auf mindestens einem bewegten Band (22, 23) abstützt und ohne Gleiten darauf rollt, wobei die Achse (95) des Rades am Chassis (4) des Fahrzeugs befestigt ist, und eine Bremsvorrichtung (93) zum Bremsen der Drehung dieses Rades vorgesehen ist.
13. Transportvorrichtung nach Anspruch 12, dadurch gekennzeichnet, daß am Fahrzeug ein Lastwiegemechanismus (85) angeordnet ist, der ein Signal gibt, und eine Übertragungsvorrichtung (90) vorgesehen ist, welche der Bremsvorrichtung (93) zum Bremsen der Drehung des Rades eine von diesem Signal bestimmte Bremskraft übermittelt.
14. Transportvorrichtung nach Anspruch 12, dadurch gekennzeichnet, daß das Fahrzeug einen Lastwiegemechanismus (85), der ein Signal gibt, und eine Übertragungsvorrichtung (90) aufweist, welche das rad (15) mit einer durch das Signal bestimmten Kraft gegen das Band (22, 23) drückt.
EP81900331A 1980-02-11 1981-02-09 Automatisches transportsystem mit von kabeln gezogenen passiven fahrzeugen Expired EP0051594B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81900331T ATE11120T1 (de) 1980-02-11 1981-02-09 Automatisches transportsystem mit von kabeln gezogenen passiven fahrzeugen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8002908A FR2475485A1 (fr) 1980-02-11 1980-02-11 Pince a embrayage progressif pour funiculaire
FR8002908 1980-02-11

Publications (2)

Publication Number Publication Date
EP0051594A1 EP0051594A1 (de) 1982-05-19
EP0051594B1 true EP0051594B1 (de) 1985-01-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP81900331A Expired EP0051594B1 (de) 1980-02-11 1981-02-09 Automatisches transportsystem mit von kabeln gezogenen passiven fahrzeugen

Country Status (7)

Country Link
US (1) US4512259A (de)
EP (1) EP0051594B1 (de)
JP (1) JPS646980B2 (de)
AT (1) ATE11120T1 (de)
BR (1) BR8108693A (de)
FR (1) FR2475485A1 (de)
WO (1) WO1981002275A1 (de)

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US3142263A (en) * 1962-06-18 1964-07-28 Walter S Craft Ski towrope grip
FR2173372A6 (de) * 1971-04-07 1973-10-05 Pomagalski Sa
US3871303A (en) * 1974-02-25 1975-03-18 Goodyear Tire & Rubber Transportation system
FR2265591A1 (en) * 1974-04-02 1975-10-24 Sodeteg Cable type passenger transport system - has grips on vehicle transferring to endless cable in stations
FR2306109A1 (fr) * 1975-04-03 1976-10-29 Savec Dispositif de retournement en bout de ligne de vehicules de transport
EP0018932B1 (de) * 1979-05-08 1984-03-28 CENTRE STEPHANOIS DE RECHERCHES MECANIQUES HYDROMECANIQUE ET FROTTEMENT Société dite: Drahtseilbahn-Transportvorrichtung mit doppeltem Umlaufseil und veränderlicher Geschwindigkeit

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
TWI694937B (zh) * 2016-06-17 2020-06-01 法國商波瑪公司 用於將載具連結至牽引纜線的裝置，裝備此裝置的載具，以及包含此載具的牽引纜線運輸設備

Also Published As

Publication number Publication date
BR8108693A (pt) 1982-06-15
ATE11120T1 (de) 1985-01-15
FR2475485A1 (fr) 1981-08-14
JPS646980B2 (de) 1989-02-07
JPS57500100A (de) 1982-01-21
WO1981002275A1 (fr) 1981-08-20
US4512259A (en) 1985-04-23
EP0051594A1 (de) 1982-05-19

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