EP0093680B1 - Kabinenbahn mit zwei Trage- und Zugkabeln - Google Patents

Kabinenbahn mit zwei Trage- und Zugkabeln Download PDF

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Publication number
EP0093680B1
EP0093680B1 EP83420072A EP83420072A EP0093680B1 EP 0093680 B1 EP0093680 B1 EP 0093680B1 EP 83420072 A EP83420072 A EP 83420072A EP 83420072 A EP83420072 A EP 83420072A EP 0093680 B1 EP0093680 B1 EP 0093680B1
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EP
European Patent Office
Prior art keywords
cables
cable
carriage
fact
grips
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Expired
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EP83420072A
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English (en)
French (fr)
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EP0093680A1 (de
Inventor
Denis Creissels
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Atto Di Licenza D'uso agudio SpA
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Individual
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Priority to AT83420072T priority Critical patent/ATE17690T1/de
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    • 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
    • B61B12/10—Cable traction drives
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B7/00—Rope railway systems with suspended flexible tracks
    • B61B7/04—Rope railway systems with suspended flexible tracks with suspended tracks serving as haulage cables
    • B61B7/045—Rope railway systems with suspended flexible tracks with suspended tracks serving as haulage cables having in each direction more than one track serving as haulage cables

Definitions

  • the invention relates to an overhead cable transport installation, in particular a gondola lift having vehicles coupled in line to two parallel carrier-tractor cables with continuous travel by a hanger extending in the vertical plane of symmetry of the cables and articulated at a carriage carrying at least one pair of disengageable clamps for securing the carriage to the two cables in line and for uncoupling the vehicle in stations by disengaging the clamps for boarding and / or disembarking at reduced or zero speed of passengers.
  • a gondola of the kind mentioned has many advantages, in particular simplicity, high throughput and ease of embarkation and disembarkation of passengers.
  • the suspension is arranged in the vertical plane of symmetry of the two cables and the support on two cables gives great lateral stability, the lateral forces exerted on the vehicles, in particular by the wind, being transmitted to the cables.
  • a known gondola (FR-A-1,249,949) comprises clamps gripping the cable from below, the jaws of the clamp ensuring the double function of supporting the weight of the cabin and immobilizing the latter on the cable.
  • the reliability of such pliers is not absolute, because the weight tends to open the jaws of the pliers.
  • the size of the clamp in particular the projection below and above the cable, prevents the passage of the clamps on the support rollers and under compression rollers and it is necessary to provide guides separating the cable from the rollers passage of the clamp, which is practically impracticable in large installations with high voltage cable.
  • the object of the present invention is to remedy these drawbacks and to allow the installation of an installation with two carrier-tractor cables retaining the advantages of simplicity of monocab cable cars.
  • each clamp comprises a clamp body bearing in the engaged position of the clamp on the upper face of the cable and having a slight upward projection and a pair of jaws projecting from said body by being open downwards to grip the cable laterally, the end of the jaws flush or slightly protruding from the underside of the cable to facilitate passage over and under the cable support rollers, and that in the guide roller stations deflects said cables to modify their spacing and thus allow passage of the uncoupled cable carriage, from a position higher than the cables to a lower position, or vice versa.
  • cable guide rollers modify the spacing of the latter to allow the carriage to be released and the carriage to circulate on transfer rails independent of the path of the cables.
  • the distance between the cables results from a compromise between the need to keep the dimensions of the support structures within acceptable and manageable limits and on the other hand to have sufficient space between the cables to accommodate the horizontal guide rollers. in stations and to provide lateral stability.
  • the difference is advantageously between 25 and 100 cm, preferably close to 75 cm.
  • the diameter of the cables is within the range of 0.035 to 0.050 m and preferably close to 0.042 m.
  • the vehicle is fixed by its suspension to the carriage with a single degree of freedom corresponding to an oscillation in the vertical plane.
  • the carriage carries two pairs of disengageable clamps, two clamps for each cable, and these clamps can be offset with respect to each other in the direction of movement of the carriage or be arranged face to face in pairs with a certain overlap, for example a coaxial arrangement of the springs.
  • the two clamps coupled to the same cable are arranged symmetrically on either side of the transverse axis of symmetry of the carriage passing through the resulting points of coupling to the cables.
  • the command to open and close the clamps at the entrance and exit of the stations can be common to all the clamps of the trolley, but it is preferable, for safety and standardisatron reasons, to provide a lever individual control to each clamp, coming into the declutching and / or clutch zone in contact with a rail or a fixed cam in the usual manner.
  • the control is then symmetrical with respect to the vertical plane equidistant from the cables so as not to generate efforts to unbalance the carriage during the operation of the levers.
  • Another control method is conceivable.
  • Each clamp is advantageously mounted on the carriage by means of an elastic damping block allowing a slight rotation of one clamp relative to the other on the same cable and of the clamps of one of the cables relative to those of the other cable to avoid warping the carriage.
  • the four clamps constitute a rigid quadrilateral connecting the two cables, which must move in synchronism. They have the same height of material symmetrically to pass under trains of parallel rollers without exerting asymmetrical forces tending to deform or warp the carriage. Similarly, the drive and / or braking systems of vehicles at the entrance, at the exit or at the stations are double and symmetrical.
  • the two cable loops have a perfect symmetry of friction, that is to say that the resistances to the drive of the two cables are identical, this being achieved by symmetrical paths and / or brake regulating devices for one of the cables.
  • each cable passes over an end pulley, the two pulleys being identical and superimposed.
  • the two pulleys are driven by a differential system exerting the same tensile force on the two cables.
  • This differential can be mechanical, hydraulic or electric.
  • the combined action of the differential, the equality of friction and the connection between the two cables by the rigid quadrilaterals formed by the clamps of the vehicles achieves a synchronous drive by avoiding any integration of offsets and obliquing of the vehicles. It is clear that similar precautions are essential during braking of the pulleys and according to another development of the invention, the brake release device necessarily binds the two pulleys.
  • a simple way is to insert the rims of the two coaxial pulleys, and very close to each other, between the brake caliper, the jaws applying the rims against each other during tightening.
  • the use of a single caliper ensures a distribution of the braking force on the two pulleys and at the same time a friction connection between these two pulleys avoiding any offset.
  • a braking band having a certain elasticity can be added to the outer periphery of each pulley.
  • the differential it can advantageously be produced electrically by working at equal power for the two strictly identical motors. If this is the case by construction, the forces to be overcome are the same for the two cable loops, the speed of movement of the cables will be the same, whatever the compared diameters of the two drive pulleys, since the compared power is the product of the effort to be overcome by the speed of movement.
  • a DC power source is provided common to the two motors with identical electrical characteristics.
  • Dials provided with different thresholds with control functions, then make it possible at any time to know the state of a loop with respect to the other and to automatically stop the installation in the event of an adjustment exceeding a predetermined value.
  • This signaling and this control loop therefore constitute a fundamental safety device.
  • each cable passes over a loose return pulley, the two pulleys being mounted on a tension rudder balancing the tension in the two pulleys, mechanical, hydraulic or electric spreader.
  • the return pulleys are advantageously offset laterally with respect to the direction of the cables by a distance corresponding to the spacing of the two cables in the station.
  • the longitudinal spacing of the two pulleys compensates for slight differences in length of the two cable loops.
  • the carriages are uncoupled from the cables and supported by transfer rails passing in front of the landing and boarding platforms.
  • the carriages have four wheels rolling on the rails, either by gravity, or under the action of a motor device, for example a chain with cleats.
  • the wheels are arranged in pairs face to face and roll in the rectilinear parts on two parallel rails. In the curves, only one rail remains, inside the bend, which facilitates switches.
  • the carriage is interposed between the two cables, the clamps projecting laterally from either side towards the outside.
  • the clamps After opening of the clamps and exit of the cables by a relative movement towards the top of the carriage with respect to the cables, the latter are deviated with spacing to release the jig for passage of the clamps and allow the carriage to be disengaged from the bottom. This release takes place at the entrance to the station when the carriage passes over a release section, a symmetrical system at the station exit ensuring the engagement and re-coupling of the carriage to the cables.
  • the capacity of the vehicles makes it possible to limit the number of vehicles in service and it is advantageous to be able to store the vehicles or at least a sufficient number of vehicles in normal service on the transfer rails, departure of a vehicle made on demand.
  • Each carrier-tractor cable passes at the level of a pylon on a pendulum which may include support rollers or compression rollers.
  • the two identical pendulums are perfectly symmetrical and their main axes are rigorously face to face.
  • the inverted U supports of these axes are for example centered face to face in the factory by the same boring machine.
  • the inverted U-shaped support allows the carriage to pass freely between the pendulums.
  • the limited spacing of the cables, in particular 75 cm makes it possible to maintain sufficient rigidity with conventional structures.
  • the elements of the latter are linked together by inverted U's arranged at the entrance to the cha as an element, the input being defined with respect to the direction of travel of the cables.
  • the inventive arrangement without lateral rocking when passing the pylons, allows the use of support rollers whose flanges inside the track are of an enlarged diameter to produce a very effective anti-derailleur device.
  • the clamps are oriented inward, the U-shaped carriage framing the two cables.
  • the size of the carriage is increased, but the support brackets of the pendulums are simplified and are limited to a simple cross member carrying at each of its ends a pendulum. Disengaging the carriage requires pinching the two cables.
  • Figure 27 shows another variant.
  • two carrier cables 10,12 of a gondola extend in a closed circuit between two stations 14,15 passing through the stations on pulleys 16,17; 18, 19 of vertical axis ends 20, 21; 22, 23.
  • the end pulleys 16, 17 of the station 14 are drive pulleys driving the cables 10, 12 continuously at the same speed.
  • the vehicles 24 are coupled to the cables 10, 12 in line, several vehicles 24 being able to follow one another or be staggered along the cables 10, 12. At the entrance to a station 14, 15, the vehicles 24 are uncoupled from the cables 10 , 12 and supported by transfer rails 26 passing in front of landing and loading docks.
  • This operation of cable cars is well known to specialists.
  • the cables 10, 12 carrier-tractors are parallel and at the same level in line, their constant spacing being within the range of 0.25 to 1.00 m, preferably close to 75 cm.
  • Each cable 10, 12 has a diameter included in the range of 0.035: at 0.050 m, preferably close to 0.042 m.
  • the cables 10, 12 are supported by support and support pylons of identical structure, only a support pylon being described below with reference to Figures 1 and 2.
  • a stirrup 32 At each end of a span or bracket 30 is suspended a stirrup 32 an inverted U respectively supporting cables 10, 12 of the uplink and the downlink.
  • At the end of each branch of the stirrup 32 is fixed an axis 38, 40 of articulation of a balance 34, 36 carrying the rollers 42 for supporting the cables 10, 12.
  • the spacing of the balance 34.36 corresponds to that of the cables 10,12 and the caliper assembly 32, pendulums 34,36 is symmetrical with respect to the vertical plane of symmetry of the cables 10,12 of trace XX in FIG. 1.
  • the axes 38, 40 are perfectly aligned, their supports having been centered face to face in the factory on the same boring machine.
  • the pendulums 34, 36 struggle in parallel vertical planes and include a number of secondary pendulums suitable for the load.
  • stirrups 44 in inverted U imposing a symmetrical pivoting.
  • Each vehicle 24 comprises a suspension 46 articulated at its upper part to a transverse axis 58 of a carriage 48 carrying four clamps 50, 52, 54, 56 for coupling to the cables 10, 12.
  • the width of the body of the carriage 48 is slightly less than the spacing between the cables 10, 12 while the jaws 60, 62 of the clamps 50 to 56 project from the two lateral sides of the carriage to grip the cables 10, 12.
  • FIGS. 5 and 6 schematically represent a clamp bearing on the cable and having a movable jaw 62 disposed respectively inside and outside.
  • each clamp 50 to 56 comprises a control lever 66 cooperating in the stations with a cam or a rail extending along the path of the carriage 48 to control opening and closing of the clamp.
  • the clamps can be of a different type, in particular from those described below.
  • the clamps 50 to 56 can be offset in the longitudinal direction of the carriage for reasons of space, but it is clear that clamps of a different structure can be used and that the clamps 50, 54; 52, 56 facing each other can be aligned and nested.
  • the springs can be coaxial and certain elements, in particular the control lever 66, can be common to several clamps.
  • the control levers 66 are arranged face to face so that the operating forces are balanced and exert no transverse reaction on the carriage 48.
  • the jaws 60, 62 are shaped to pass over and under the rollers 42 without a noticeable jerk and the height of projection of the carriage 48 above the cables 10, 12 is reduced to the maximum to facilitate the release. In addition, in any plane perpendicular to the line, this projection height is equal from one cable to the other, so as to avoid any twisting of the carriage when passing under the compression pendulums.
  • the carriage 48 carries four wheels 68 for moving on the rails 26 of the stations 14, the wheels 68 being arranged face to face. Elastic blocks (not shown) for fixing the clamps 50-56 allow a slight pivoting.
  • FIGS. 7 to 10 Another embodiment of the carriage 48 is illustrated in FIGS. 7 to 10, the four clamps 50, 52, 54, 56 being of the type described in patent application EP-A-56,919 (corresponding to French application FR-A -2,497,750 published July 16, 1982).
  • the movable jaw 62 is carried by the control lever 66 articulated on a clamp body 63 bearing on the cable.
  • the lever 66 carries at the opposite end a control roller.
  • the spring 64 attacks said opposite end to urge the clamp in the cable tightening position 10.
  • the clamps 54, 56 associated with the cable 12 are arranged symmetrically on either side of the transverse axis YY of the carriage 48 while the clamps 50, 52, also symmetrical, surround the clamps 54, 56.
  • the fictitious coupling points of the clamps 54, 56; 50, 52 to the cables 10, 12 are thus located on the YY axis, avoiding an asymmetry in driving the carriage 48.
  • the operation of the clamps is obvious and the reader can refer to the aforementioned patent application for more details .
  • the wheels 68 roll on two parallel rails 26, one of the rails being advantageously removed in the curves, which facilitates the switches.
  • the carriage 48 carries two friction plates 70 capable of cooperating with drive wheels 72 in the stations (fig. 20). This training is perfectly symmetrical.
  • the suspension 46 is straight in the plane of symmetry of the cables 10, 12 and the only authorized movement, relative to the carriage 48, is a pivoting on the axis 58 resulting in a movement in said plane of symmetry. It is understood that the suspension 46 is always perpendicular to the axis 58, that is to say to the level line of the two cables 10, 12. Like the cables 10, 12 are necessarily at the same level in line with the pendulums 34 , 36, the suspension 46 is vertical and the stability of the vehicles 24 when the pylons pass is remarkable.
  • the return torque exerted on the cabin 24 at the entry of the pendulums 34, 36 is proportional to the spacing of the cables 10, 12 and it is advantageous to separate the cables 10, 12 as much as possible.
  • a large gap also allows the carriage 48 to be housed between the cables 10, 12 and the cables 10, 12 to be deflected in the stations 14 by rollers with a vertical axis as described below.
  • the support structures, in particular the stirrups 32, 44 quickly become too large and a spacing distance of 75 cm is a valid compromise.
  • the suspension with two cables 10, 12 of large section provides increased security and the vehicles 24 can be relatively large, for example for transporting several tens of passengers.
  • the cables 10, 12 form two endless loops extending between the drive 14 and tensioning stations 15.
  • the drive pulleys 16, 17 of the station 14 are superimposed and coaxial, the spacing between the two pulleys 16, 17 being very weak.
  • the drive pulleys 16, 17 are advantageously each provided with a braking track 71, 73 extending the inner flange of the pulley and of less inertia than the pulley.
  • a brake caliper 74 encloses the two tracks 71, 73 so that one 76 of the brake pads engages the free face of one of the tracks and the other 78 of the pads engages the free face of the other track.
  • the brake is for example of the hydraulic type imposing a bringing together of the pads 76, 78 which are applied to the tracks 71, 73 with the same force, the caliper 74 being mounted floating. During braking, the tracks 71, 73 are applied one on the other, so as to secure the pulleys 16, 17.
  • the axes 20, 21 of the pulleys 16, 17 are connected by transmissions 80, 82 to the planet gears 84, 86 of a differential mechanism 88 whose pinions 90 are driven by a motor 92.
  • This differential mechanism can be hydraulic or electric, the result being an equal force training of two cables 10, 12 and a permanent rebalancing of these forces.
  • the cables 10, 12 pass over guide rollers 92 at the inlet and at the outlet of the pulleys 16, 17 to define the two strands of each track, the spacing of the cables 10, 12 being slightly increased on sections, before and after the pulleys for the reasons described below.
  • the arrangement of the cables 10,12 is symmetrical, the cable 10 inside the track before the pulley being outside at the outlet and vice versa, the two loops thus passing over the same number of guide rollers 92 and undergoing the same braking or the same running resistance.
  • the cables 10, 12 pass through the tensioning station 15 on idler idler pulleys 18, 19 which are identical, but offset laterally by a distance corresponding to the spacing of the cables.
  • the pulleys 18, 19 are mounted on slides 94, 95 movable in the general direction of the line and biased by jacks 96, 97 in the direction of tensioning of the cables 10, 12.
  • the jacks 96, 97 are strictly identical and supplied by the same pressure source 98, so as to provide equal tensions to the cables 10, 12, while compensating for slight differences in length of the cable loops 10, 12.
  • the jacks 96, 97 constitute a lifting beam which can be mechanical.
  • the cylinders 96, 97 can be replaced by two counterweights or any other similar device.
  • the on-line operation of the cable car speaks for itself and only the passage through station 15 is described below with reference to FIGS. 18 to 23, the passage through station 14 being identical.
  • the lower channel in FIG. 18 constitutes the entry channel, that is to say the uncoupling channel and for clearing the vehicle 24 from the cables 10, 12 and the upper track for the outlet, in this case for engaging and re-coupling the vehicle 24 to the cables 10, 12.
  • the trajectory of the rails 26 is lowered with respect to the cables 10,12, which pass under guide rollers 100 with a horizontal axis to release the carriage 48 downwards (position D, fig. 22 and position C, Fig. 23), the carriage 48 passing under the end pulleys 18,19.
  • the slowdown of the vehicle 24 can be engaged as soon as the clamps 50 to 56 are opened.
  • the outlet from the station 15 is arranged in a symmetrical manner for the coupling of the vehicles 24 to the cables in reverse sequences: passage of the carriage 48 under the pulleys 18, 19, insertion of the carriage between the cables 10, 12, bringing the cables together, forcing the jaws on the cables with synchronization of the speed of the carriage with that of the cables, and closing of the clamps.
  • the symmetry of the two cable loops 10, 12 is preserved.
  • the vehicles 24 disengaged from the cables circulate in the station on the usual transfer and possibly storage channels, allowing disembarkation and embarkation of passengers at a standstill or at reduced speed.
  • the vehicles 24 are re-coupled to the cables 10, 12 in the aforementioned manner.
  • the arrangement of the other end station 14 is identical and need not be described. It can be noted that all of these operations can be easily automated as in conventional gondolas and that they are carried out without stopping the vehicle by requiring only conventional devices whose efficiency and reliability have been proven.
  • the large capacity of the vehicles makes it possible to limit the number of vehicles in line while ensuring a significant throughput and it is possible to store the vehicles 24 on the transfer rails 26 of the stations while ensuring a departure on demand. This avoids empty operation and unnecessary wear
  • FIG. 24 illustrates an alternative embodiment of the invention in which the line 46 of the vehicles 24 is articulated to a carriage 102, the U-shaped frame 104 of which externally frames the two cables 10, 12.
  • the clamps 50-56, carried by the frame 104, are oriented inward towards the cables 10, 12 enclosed by the jaws 62 facing each other.
  • the pylons are arranged accordingly for a fiber passage of the carriage 102, by mounting the pendulums with support rollers 42 at the two ends of a crosspiece 106 extending transversely between the two cables 10,12. This reverse arrangement does not modify the operation of the installation, but requires pinching of the cables 10, 12 in the stations for the release or engagement of the carriage 104.
  • the arrangement of the carriage 104 is more complicated and more bulky, that pylons, on the other hand, are simpler.
  • Fig. 25 shows a preferred embodiment of the cable support pendulums 10, 12.
  • Each pendulum with support rollers 42 is carried by the end of an arm 108,110 articulated at 112,114 to the bracket 30 to allow movement in the transverse plane to the cables 10, 12.
  • a spacer 116 connects the arms 108, 110 to form a deformable quadrilateral keeping the rollers 42 parallel and at constant spacing whatever the deflection of the arms 108, 110.
  • the pulley drive 16, 17 can include a schematic electrical differential ment shown in Figure 26.
  • Each pulley 16, 17 is driven by an electric motor 118,120, perfectly identical.
  • the two motors 118, 120 are connected by supply lines 122, 124 to the same source of electrical power 126.
  • Measuring devices 128 inserted in the lines 122, 124 permanently signal the intensity and the voltage of the supply current of each engine 118,120.
  • the two cable loops being symmetrical, the powers supplied by the motors 118, 120 are identical and the currents and voltages are the same. There is of course always a slight asymmetry which results in a difference in the intensities and / or voltages, but this difference in measurement can be identified or compensated for.
  • the two cables are driven at the same speed and the measurement difference remains constant.
  • An incident, for example an increase in the resistance to advancement of one of the cables, is automatically signaled by a variation of said measurement difference and depending on the magnitude of this variation, the fault is simply signaled or causes the installation stopped.
  • FIG. 27 illustrates an alternative embodiment in which the two clamps 50, 54, respectively 52, 56 are superimposed, the cables 10, 12 being slightly offset in height. This offset may correspond to that of the end pulleys in the stations.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Communication Cables (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Multi-Conductor Connections (AREA)

Claims (14)

1. Seitbahnanlage, insbesondere eine Kabinenbahn, mit an den zwei parallelen, dauernd umlaufenden Trage- und Zugseilen (10, 12) auf der Linie gekuppelten Kabinen (24) mittels einem in der senkrechten im selben Abstand von den beiden Seilen liegenden Fläche an einem Wagen (48) drehbar gelagerten Gehänge (46), welcher Wagen zumindest ein Paar entkuppelbarer Klemmen (50-56) trägt, um den Wagen (48) an den beiden Seilen auf der Linie zu kuppeln, und um die Kabine durch Entkuppeln der Klemmen (50-56) in den Stationen zum Ein- und/oder Aussteigen der Fahrgäste bei Stillstand oder langsamer Fahrt zu entkuppeln, dadurch gekennzeichnet, dass jede Klemme (50-56) einen auf der Seiloberfläche (10, 12) in der Klemmkuppellage sich stützenden Klemmkörper (63) aufweist, der leicht nach oben vorspringt und ein Paar nach unten offene, von dem genannten Körper (63) vorspringende, das Seil seitlich umgreifende Backen (60, 62) trägt, wobei die Backenenden in der Seilunterfläche liegen oder leicht vorspringen, um das Überfahren auf oder unter den Seilstützrollen (42) zu erleichtern und dass in den Stationen (14,15) Führrollen (92) die genannten Seite ablenken, um ihren Abstand zu ändern und so den Durchgang des von dem Seil abgekuppelten Wagens (48) von einer über den Seilen liegenden Lage nach einer unteren Lage und umgekehrt zu ermöglichen.
2. Anlage nach Anspruch 1, dadurch gekennzeichnet, dass jeder Wagen (48) zwei Klemmenpaare (50-56) aufweist zur Bildung in gekuppelter Lage eines steifen Verbindungsviereckes zwischen den Seilen (10, 12), das ein synchrones Umlaufen der Seile erzwingt.
3. Anlage nach Anspruch 2, dadurch gekennzeichnet, dass die genannten Klemmen (50-56) ineinander geschoben sind, wobei die beiden an einem selben Seil (10,12) gekuppelten Klemmen (50, 52; 54, 56) symmetrisch beiderseits der durch die resultierenden Seilkuppelpunkte laufenden Quersymmetrieachse des Wagens (48) stehen.
4. Anlage nach Anspruch 3, dadurch gekennzeichnet, dass der genannte leichte Vorsprung nach oben der Klemmen (50-56) symmetrisch ist, um jede Unsymmetrie bei der Durchfahrt der Klemmen unter den Spannrollen zu vermeiden.
5. Anlage nach irgendeinem der vorigen Ansprüche, dadurch gekennzeichnet, dass die beiden Seile (10, 12) zwei endlose Schlingen bilden, die eine perfekte Symmetrie von Reibung, Spannung, Antrieb und also von Bahn und Geschwindigkeit haben.
6. Anlage nach Anspruch 5, dadurch gekennzeichnet, dass jedes Seil (10,12) in der Antriebsstation (14) auf ein Antriebsrad (16,17) läuft, wobei die beiden Antriebsräder durch ein Differentialgetriebe (88) verbunden sind, welches in jedem Augenblick die Zugkräfte und die Bewegungsgeschwindigkeit der beiden Seile ausgleicht.
7. Anlage nach Anspruch 6, dadurch gekennzeichnet, dass das genannte Differentialgetriebe eine die beiden identischen elektrischen Motoren (118, 120) speisende Stromquelle (126) aufweist, wobei jeder Motor ein Seil (10, 12) antreibt, sowie Messgeräte (128) zum Detektieren jedes Speisungsunterschiedes der beiden Motoren, wobei jede Änderung dieses Unterschiedes einen Fehler auf einem der Seile anzeigt.
8. Anlage nach Anspruch 6 oder 7, dadurch gekennzeichnet, dass die beiden Antriebsräder (16, 17) übereinander mit einen kleinem Abstand zur freien Drehung liegen, und dass eine Bremseinrichtung (74) mit den beiden Rädern zusammenwirkt zur Kupplung in Drehung dieser Räder beim Bremsen.
9. Anlage nach Anspruch 5, dadurch gekennzeichnet, dass jedes Seil (10, 12) in der Spannstation (15) über ein freies Umlenkrad (18, 19) läuft, wobei die beiden freien Räder auf einem Ausgleichbalken befestigt sind, so dass die Spannung in den vier Kabeltrümmen immer dieselbe ist
10. Anlage nach irgendeinem der vorigen Ansprüche, dadurch gekennzeichnet, dass jede Stütze (28) zwei symmetrische, je einem Seil (10, 12) zugeordnete Balken (34, 36) aufweist, und dass die entsprechenden Elemente der beiden Balken mechanisch (44) verbunden sind, um ein symmetrisches Schwenken der genannten Elemente und einen konstanten dem Wagenklemmenabstand entsprechenden Abstand zu gewährleisten.
11. Anlagen nach irgendeinem der vorigen Ansprüche, dadurch gekennzeichnet, dass die Klemmen (50, 56) seitlich beiderseits des zwischen den beiden Seilen (10, 12) liegenden Wagens (48) vorspringen, wobei die genannten Seile auf der Linie durch Balken (34, 36) getragen werden, welche Balken durch an den Stützen befestigten umgekehrte U-Bügel (32) getragen werden, und wobei die genannten Seile in den Stationen gespreizt werden zur Befreiung nach unten des vorher von den Seilen entkuppelten Wagens.
12. Anlage nach irgendeinem der vorigen Ansprüche, dadurch gekennzeichnet, dass jede Stütze (28) zwei symmetrische Balken (34, 36) aufweist, wobei jeder Balken einem der genannten Seile (10, 12) zugeordnet ist, und an einer Seite (108, 110) eines verformbaren Parallelogrammes befestigt ist, das ein symmetrisches, seitliches Ausschwenken gegenüber der Seillängsrichtung erlaubt.
13. Anlage nach Anspruch 1, dadurch gekennzeichnet, dass beide Seile (10, 12) durch einen an den Enden einer an einer Stütze gehängten Querleiste (106) befestigten Balken getragen werden, wobei die durch den Wagen getragenen Klemmen (50,56) die beiden Seile von aussen her umgeben.
14. Anlage nach irgendeinem der vorigen Ansprüche, dadurch gekennzeichnet, dass die an einem Seil (10) gekuppelten Klemmen (50,52) über den am anderen Seil (12) gekuppelten Klemmen (54, 56) liegen, wobei die beiden Seile (10, 12) in Höhe versetzt sind.
EP83420072A 1982-04-28 1983-04-27 Kabinenbahn mit zwei Trage- und Zugkabeln Expired EP0093680B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83420072T ATE17690T1 (de) 1982-04-28 1983-04-27 Kabinenbahn mit zwei trage- und zugkabeln.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8207606 1982-04-28
FR8207606A FR2525981B1 (fr) 1982-04-28 1982-04-28 Telecabine a deux cables porteurs tracteurs

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EP0093680A1 EP0093680A1 (de) 1983-11-09
EP0093680B1 true EP0093680B1 (de) 1986-01-29

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EP (1) EP0093680B1 (de)
AT (1) ATE17690T1 (de)
DE (1) DE3361984D1 (de)
FR (1) FR2525981B1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3712941A1 (de) * 1986-06-03 1987-12-10 Doppelmayr & Sohn Mehrfachfoerderseil-umlaufbahn

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Publication number Priority date Publication date Assignee Title
FR2548613B1 (fr) * 1983-07-06 1985-11-15 Pomagalski Sa Dispositif de degagement d'une traverse d'entrainement par friction d'une pince de telesiege
FR2548615B1 (fr) * 1983-07-08 1985-10-04 Montaz Mautino Ets Pince pour installation de transport par cables comportant une pluralite de cables paralleles porteurs-tracteurs
FR2548614B1 (fr) * 1983-07-08 1985-12-06 Montaz Mautino Ets Pince debrayable pour installation de transport par deux cables porteurs-tracteurs
FR2552726B1 (fr) * 1983-10-03 1985-11-29 Creissels Denis Dispositif d'entrainement des cables d'une installation de transport a cables aeriens
FR2564403B1 (fr) * 1984-05-18 1986-10-10 Montaz Mautino Ets Moyens de suspension et d'accouplement de vehicules pour installation de transport a deux cables aeriens porteurs-tracteurs a brins paralleles
FR2564814B1 (fr) * 1984-05-24 1986-10-10 Montaz Mautino Ets Procede et installation pour le degagement et l'engagement des chariots supports de vehicules, hors et entre les cables, dans une installation de transport par cable aerien comportant deux cables porteurs-tracteurs a brins paralleles
FR2565917B1 (fr) * 1984-06-19 1986-11-28 Montaz Mautino Ets Dispositif de freinage pour installation de transport de vehicules par cables aeriens comportant deux brins paralleles de cables porteurs tracteurs sur toute la longueur de chaque parcours des vehicules
FR2569643B1 (fr) * 1984-08-28 1986-09-26 Montaz Mautino Ets Procede pour l'engagement et le degagement, dans et hors des cables, des moyens de suspension d'un vehicule d'une installation de transport par cables aeriens comportant deux cables porteurs-tracteurs a brins paralleles et moyens pour sa mise en oeuvre
FR2572698B1 (fr) * 1984-11-02 1988-05-13 Creissels Denis Telepherique ou telecabine multicable
JPS61160349A (ja) * 1985-01-04 1986-07-21 ポマガルスキイ　ソシエテ　アノニム 空中ケ−ブル輸送設備用支柱
EP0187552B1 (de) * 1985-01-04 1990-01-03 Pomagalski S.A. Seilschwebebahn
JPS61160350A (ja) * 1985-01-04 1986-07-21 ポマガルスキイ　ソシエテ　アノニム 空中ケ−ブル輸送設備
FR2575985B1 (fr) * 1985-01-17 1987-01-16 Creissels Denis Ascenseur horizontal a cables aeriens
FR2575986B1 (fr) * 1985-01-17 1987-01-16 Creissels Denis Telecabine a deux cables porteurs tracteurs
ZA862007B (en) * 1985-04-15 1987-03-25 Otis Elevator Co Polyethylene sheaves for rope-drawn transportation system
FR2581015B1 (fr) * 1985-04-25 1988-08-26 Pomagalski Sa Pince de serrage d'un cable pour installation de transport ou de remorquage a cable aerien; procedes pour associer, dissocier une telle pince au cable correspondant et installation de transport a cable aerien comportant une telle pince
FR2591173B1 (fr) * 1985-12-11 1988-10-21 Pomagalski Sa Dispositif de maintien de cables et installation de transport a cables aeriens comportant un tel dispositif
FR2596003B1 (fr) * 1986-03-24 1990-11-30 Pomagalski Sa Installation de transport a cables aeriens a suspente decalee
JP2511035B2 (ja) * 1986-05-12 1996-06-26 ポマガルスキイ ソシエテ アノニム 空中ケ−ブル輸送装置
FR2612144B1 (fr) * 1987-03-11 1991-09-06 Pomagalski Sa Installation de transport aerien a deux cables porteurs-tracteurs a poulies decalees verticalement
US4848241A (en) * 1987-03-30 1989-07-18 Zygmunt Alexander Kunczynski Aerial tramway system and method having parallel haul ropes
FR2695897B1 (fr) * 1992-09-18 1994-11-18 Reel Sa Installation de transport par cables.
ITMI20050800A1 (it) 2005-05-03 2006-11-04 Ferruccio Levi Sistema di movimentazione per impianto funiviario comprendente due funi traenri
CN101941440B (zh) * 2010-09-19 2012-11-14 湖南路桥建设集团公司 一种用于索道运输系统的吊鞍
CN102442317B (zh) * 2011-12-21 2014-07-30 国家电网公司 装配式索道运输装置
CN110217245B (zh) * 2019-05-06 2023-07-18 东莞理工学院 基于受力分析缆车人数重量监测系统及其监测方法

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FR1249949A (fr) * 1959-11-24 1961-01-06 Const Aero Navales Installation de téléphérage
FR1453517A (fr) * 1965-08-12 1966-06-03 Pomagalski Jean Sa Dispositif d'accouplement de charges suspendues à un câble
FR2497750A1 (fr) * 1981-01-09 1982-07-16 Pomagalski Sa Pince d'un telesiege ou telecabine debrayable

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3712941A1 (de) * 1986-06-03 1987-12-10 Doppelmayr & Sohn Mehrfachfoerderseil-umlaufbahn

Also Published As

Publication number Publication date
EP0093680A1 (de) 1983-11-09
FR2525981B1 (fr) 1985-06-07
ATE17690T1 (de) 1986-02-15
FR2525981A1 (fr) 1983-11-04
DE3361984D1 (en) 1986-03-13

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