EP0184476B1 - Seilbahn mit mehreren Seilen - Google Patents

Seilbahn mit mehreren Seilen Download PDF

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Publication number
EP0184476B1
EP0184476B1 EP85402079A EP85402079A EP0184476B1 EP 0184476 B1 EP0184476 B1 EP 0184476B1 EP 85402079 A EP85402079 A EP 85402079A EP 85402079 A EP85402079 A EP 85402079A EP 0184476 B1 EP0184476 B1 EP 0184476B1
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EP
European Patent Office
Prior art keywords
cables
vehicle
installation according
hauling
carrier
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Expired
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EP85402079A
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English (en)
French (fr)
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EP0184476A1 (de
Inventor
Denis Creissels
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Individual
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Individual
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Priority to AT85402079T priority Critical patent/ATE47099T1/de
Publication of EP0184476A1 publication Critical patent/EP0184476A1/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
    • B61B12/02—Suspension of the load; Guiding means, e.g. wheels; Attaching traction cables
    • 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 a multicable transport installation, according to the preamble of claim 1.
  • Multicable installations of the kind mentioned are known for transporting materials (FR-A 2 501 608).
  • the load is well distributed and the absence of a hanger does not compromise the stability of the vehicle.
  • the same is true for a simplified vehicle with a single seat (FR-A 2 543 061).
  • the present invention relates to a gondola or cable car, the stability of which is essential.
  • This hanger and the associated support carriage (s) are complicated and bulky elements which significantly increase the size of the vehicle and the dimensions of the pylons and stations.
  • the present invention aims to allow the realization of a cable car or a gondola with vehicles or cabins devoid of lines.
  • the installation according to the present invention is characterized in that the vehicle driven in translation for the transport of passengers is stabilized in yaw by a synchronous drive device of at least two of said cables and is stabilized or pitched by an offset in height of at least two of said cables.
  • the two cables can be arranged at different levels to stabilize the vehicle in pitching or preferably at the same level, separate or additional means ensuring stabilization in pitching.
  • the two cables which are either carrier cables or carrier-tractor cables, are arranged on either side outside the vehicle, their spacing being large and greater than the width of the vehicle. This spacing provides remarkable transverse stability without requiring a large trolley, the support elements being directly attached to the vehicle frame. The vehicle is suspended from the transverse axis of articulation of the support elements, and it remains in a vertical position regardless of the slope of the cables.
  • the vehicle is coupled to a third cable offset in height with respect to the two cables of the same level, the third cable preferably being placed below the vehicle and driven in synchronism with moving the vehicle.
  • This arrangement makes it possible to keep the vehicle in vertical position by means of the cables and to prevent or limit any pitching movement.
  • the three cables can be identical carrier cables, the two upper cables framing the upper part of the vehicle and the third cable being arranged in the axis of symmetry of the vehicle and below the floor of the latter, the three cables being driven by a device described below ensuring perfect synchronism of movements.
  • traction is advantageously carried out by three identical towing cables, two of which are juxtaposed with the carrying cables, the third being below the cabin in the plane of longitudinal symmetry.
  • the three towing cables are again driven in synchronism to ensure the stability of the vehicle.
  • the installation comprises four carrier-tractor cables, in this case two upper cables of the same level framing the upper part of the vehicle and two lower cables of the same level framing the lower part of the vehicle.
  • the four cables move in perfect synchronism and they ensure remarkable stability of the vehicle in all directions.
  • the support elements are standard disengageable clamps actuated at the entrance to the stations by flaps arranged parallel to the path of movement of the vehicle, these clamps carrying rollers guiding the vehicle in the declutching and clutching zone and possibly on the vehicle transfer circuits in the station.
  • Each support element preferably comprises two clamps offset in the longitudinal direction of the associated cable to avoid any crossing of the vehicle under the action of the tensile forces of the cables.
  • the support elements and the cable drive devices are of the type described in the aforementioned European patent application to ensure perfect translation of the vehicle.
  • the vehicle is framed and trapped between the support cables and the multiplication of fixing or coupling points to these cables increase the operational safety of the installation.
  • the arrangement, according to the invention of the cables outside the size of the cabin facilitates the release of the latter in the declutching zones at the entrance to the stations.
  • the lower support elements are less separated than the corresponding upper support elements to facilitate passage between the two upper cables.
  • a reverse arrangement is necessary in the event of a downward clearance of the vehicle.
  • the height of the vehicle is much lower than that of standard suspension vehicles, which limits the movement of clearance or engagement and allows a layout of the embarkation and disembarkation platforms above the engine room or, if applicable, below when clearing the vehicle downwards.
  • the layout of the stations can be considerably simplified and their size, in particular their length can be reduced.
  • the vehicle used is of the modular type, described in European patent 10471.
  • a vehicle of the kind mentioned comprises several modules, each of which has its own support elements and attachment to cables.
  • the modules can perform vertical translational movements relative to each other, these movements being damped by linings.
  • the movements of the passengers are limited and a shift of the loads relative to the support elements, in the direction of the cables, is limited by the width of the module.
  • the lever arm is thus reduced and the corresponding pitch movements are also reduced.
  • these vehicles have great stability, especially when passing pylons.
  • the relative movement of the modules, damped by the friction linings limits the pitching movements and allows the installation of an installation with two carrier-towing cables arranged in the upper part of the vehicle.
  • Each module has a single pair of clamps arranged on the same upper transverse axis, station circulation being ensured by rollers. To facilitate cornering, the number of rollers is reduced on one side of the vehicle.
  • the pylon heads carry an advantageously closed frame inside which the cable support pendulums are fixed.
  • the frame is of a larger dimension than that of the vehicle brought to pass through the frame, the latter automatically ensuring any catching up of the cable in the event of derailment.
  • the pendulums are adjustable in height, for example by a jack system, ensuring a uniform distribution of pressures on the rollers. This uniform distribution contributes to maintaining a synchronism of movement of the cables.
  • the lower rollers can be slightly offset from the upper rollers so that the clamps do not simultaneously approach all of the rollers, the same effect can be obtained by slightly shifting the support elements fixed to the vehicle.
  • the devices for driving and tensioning the cables are preferably those described in European patent application No. 93.680, which have proved their worth, in particular the electrical or mechanical drive differential ensuring a uniform distribution of the power d cable drive.
  • the movement synchronism is ensured by a coupling, for example high speed shafts of the drive reducers.
  • two carrier-towing cables 10, 12 of a gondola are driven continuously in synchronism by a motor system of the type described in the aforementioned European patent application.
  • the paths of the two cables 10, 12 are deduced from each other by a translation in an inclined direction in the figure, and this results in both a lateral offset of the cables and an offset in height, the interest of which will become apparent below.
  • the cables 10, 12 are coupled in line with cabins or vehicles 18, which are devoid of the conventional line for fixing to the cables.
  • a first support and fixing element 20 of a standard type with coupling clamp cooperates with the cable 10 which is arranged on the right side towards the top of the vehicle 18, an identical element 22 cooperating with the cable 12 arranged on the left side towards the lower part of the vehicle.
  • Each support element 20, 22 is articulated on an axis 32, 34 transverse to the cables 10, 12 and horizontal, the axes 32, 34 being offset in height in the same vertical plane, which advantageously corresponds to the median transverse plane of the vehicle.
  • the point of application R of the traction and lift forces of the vehicle 18 is of course in the middle of the straight line connecting the cables 10, 12 and this point R is in the longitudinal vertical plane of symmetry of the vehicle. It is advisable to place the element 20 at the top of the vehicle to move the point R upwards and away from the center of gravity G of the vehicle in order to increase the stabilizing effect due to the weight.
  • the position of the element 22 results from a compromise between a high position separating the point R from the center of gravity G, which promotes self-stabilization and a low position which increases the difference in height of the two elements 20, 22 increasing the vehicle pitch stability.
  • the two cables 10, 12 frame the vehicle laterally and their large transverse spacing ensures roll stability.
  • the height separation of the two cables ensures stabilization in pitching of the vehicle, the cables necessarily moving in synchronism.
  • an overhead cable installation in particular a cable car or a cable car, comprises three cables 10, 12, 14 tractor-carriers, which extend in closed loop between two stations, only one of which 16 is shown in Figure 9, the other being the same or similar.
  • the three cables 10, 12, 14 are parallel, the upper cables 10, 12 being in the same horizontal plane, that is to say that the path of the cable 12 is deduced from that of the cable 10 by a horizontal translation.
  • the third cable is shifted downward and lies in the vertical plane of symmetry of the upper cables 10, 12.
  • the cables 10, 12, 14 are coupled in line with vehicles 18, which move from one station to the other by being carried and driven by the three cables 10, 12, 14.
  • the two upper cables 10, 12 laterally frame the upper part of the vehicle 18, while the lower cable 14 is disposed under the vehicle 18.
  • Each vehicle 18 has three elements support 20, 22, 24, each being associated with one of the cables 10, 12, 14 to secure the vehicle 18 to the corresponding cable.
  • the upper support elements 20, 22 are articulated on the same transverse axis 32, while the lower support element 24 is articulated on a lower horizontal transverse axis 34.
  • Each support element 20, 22, 24 consists of two clamps 26, 28 carried by a pendulum 30 articulated at its midpoint on the axis 32 or 34.
  • the support elements 20, 22, 24 are of the standard type, for example described in the aforementioned European patent application No.
  • each clamp 26, 28 is associated with a support roller 38 capable of rolling on rails 44 (FIG. 9) disposed in the clutch engagement and disengagement zones and possibly along the transfer circuit to guide and carry the support elements 20? 22, 24.
  • the parallel axes 32, 34 extending in a vertical transverse plane of the vehicle 18, it is easy to see that in normal operation with synchronous movement of the cables 10, 12, 14, the vehicle 18 moves in translation along the line defined by the cables.
  • the upper cables 10, 12 essentially provide lateral stability by limiting the roll movements of the vehicle 18, while the lower cable 14 limits the pitch or tilt movements of the vehicle 18 forwards or backwards by pivoting around of the upper axis 32.
  • the three cables 10, 12, 14 are arranged at the top of an isosceles triangle, the upper cables 10, 12 being equidistant from the lower cable 14.
  • the point of application of the tensile force resulting from the three cables 10, 12, 14 is located at the barycenter R of the isosceles triangle and the assembly is arranged in such a way that this point of application of the forces is placed notably above the center of gravity G of the vehicle 18.
  • the distance between points R and G is of course much less than that of conventional suspension lines, but the stability results from the combined effect of the weight and the holding forces of the cables 10, 12, 14.
  • the large spacing of the two cable s upper 10, 12 of course promotes stability without requiring a large structure, the support elements being simply articulated on the frame of the vehicle 18.
  • the latter may include a transverse frame disposed in the median plane of the vehicle 18 and carrying the three support elements 20, 22, 24.
  • the standard clamps 26, 28 can pass over support 40 or compression rollers 42 drawn in broken lines in FIG. 2. Rollers 38, associated with each clamp 26, 28, are susceptible to roll on support rails 44 (see fig. 9) in stations.
  • the support rollers 40 are mounted in pendulums 46 supported by frame-shaped pylon heads 48 to support the cables 10, 12, 14.
  • the frame 48 may be a closed frame inside which the cables 10, 12 pass , 14, who are imprisoned there, which avoids any risk of falling in the event of a derailment.
  • the frame 48 is large enough to allow the free passage of the vehicle 18 coupled to the cables 10, 12, 14.
  • the upper pendulums 46 are arranged symmetrically at the same level, while the lower pendulum 46 is preferably slightly offset in the longitudinal direction or in the direction of the cables to avoid simultaneous passage of the clamps on all of the rollers. This offset can also be obtained by a slightly offset fixing of the support element 24 on the vehicle 18 relative to the upper support elements 20, 22.
  • the pendulums 46 are advantageously of the type described in the aforementioned European patent application No. 93.680 and include stirrups for securing the pendulums of the secondary rollers to ensure a pivot symmetrically symmetrical of the corresponding elements.
  • the compression rollers 42 are arranged in a similar manner on compression pendulums which need not be described in detail.
  • the upper cables 10, 12, of which only the one disposed in the front plane is visible in the figure, are deflected at the entrance to the station 16 by rollers 50 towards the bottom to allow clearance of the vehicle 18 by rolling on the rail 44 and passage of the vehicle 18 on a platform 52 disposed above the paths of the cables 10, 12, 14.
  • the upper cables 10, 12 pass over pulleys of drive ends 54, while the lower cable 14 passes over an end drive pulley 56.
  • the lower cable 14 passes over guide rollers 58, the number of which is equal to the number of rollers 50 cooperating with each of the upper cables 10, 12, so as to equalize the frictions exerted on the cable 10, 12, 14.
  • the driving of the vehicles 18 on the rails 44 is carried out in a conventional manner, either by transfer chains, or by wheels with tires 60 , staggered along the travel path ment of vehicles 18.
  • the support and driving of vehicles 18 uncoupled from cables 10, 12, 14, in the station can obviously be carried out in any other way, in particular by being taken over by trolleys or other carriers.
  • the vehicles 18 are uncoupled from the cables 10, 12, 14 in the stations to allow boarding and disembarking at the stop or at reduced speed of the passengers.
  • the vehicle is introduced from above between the upper cables 10, 12, for example by circulation on a sloping rail 44 which at the same time allows acceleration by gravity of the vehicle 18.
  • the clamps 26, 28 are coupled to the three cables 10, 12, 14.
  • the vehicle 18 is driven in line by these three cables which move in perfect synchronism while keeping the vehicle in position vertical, regardless of the slope of the cables.
  • the vehicle 18 is trapped between the cables 10, 12, 14 and has a very high stability. A large number of vehicles 18 can be staggered along the line allowing a high throughput of the installation.
  • the clamps 26, 28 are open in the usual manner and the vehicle 18 is supported by a rail 44 imposing a relative upward movement of the vehicle 18 from the cables 10, 12.
  • vehicle is routed to the station exit via the embarkation and disembarkation platforms to be coupled to the opposite lane of the facility.
  • the three cables 10, 12, 14 are identical and they pass over the same number of support and guide rollers, so as to constitute three closed loops or circuits having the same resistance to advancement.
  • the differential drive system of these cable loops ensures their displacement in synchronism and the maintenance of the vehicle 18 in a vertical position.
  • FIGS. 4 to 8 Other combinations or variants are conceivable, some of which are illustrated by FIGS. 4 to 8, in which the same reference numbers designate parts similar or identical to those of FIGS. 1 to 3.
  • the vehicle 18 coupled by two support elements 20, 22 to two upper cables 10, 12.
  • the lower cable 14 is replaced by two cables 14a, 14b laterally framing the lower part of the vehicle 18.
  • the vehicle 18 carries two lower support elements 24a, 24b articulated on the same horizontal transverse axis 34 and cooperating respectively with the cables 14a and 14b.
  • the four cables 10, 12, 14a, 14b are identical carrier-tractor cables driven in synchronism, and it is easy to see that the vehicle 18 remains in the vertical position whatever the inclination of the cables.
  • the spacing between the upper cables 10,12 is slightly greater than that of the lower cables 14a, 14b to allow clearance of the vehicle 18 in the declutching zone of the station from above without deflection of the cables 10, 12.
  • a reverse arrangement with greater spacing of the lower cables 14a, 14b is used.
  • the cables 10, 12, 14a, 14b can of course have the same spacing in line by being deflected in the stations to allow the release of the vehicle 18.
  • FIG. 4 shows a hydraulic device with jacks 68 each supporting one of the pendulums 46 and supplied by the same pressure source 70.
  • the jacks 68 allow the height of the pendulums 46 to be adjusted and a uniform distribution of the loads. Any other automatic adjustment system, in particular by springs, can be used.
  • the operation of the installation according to FIG. 4 is absolutely identical to that described above for a transport installation with three carrier-towing cables.
  • FIG. 5 illustrates an alternative embodiment using carrying cables 72, 74 separated from the towing cables.
  • the two carrying cables 72, 74 frame the upper part of the vehicle 18, extending in the same horizontal plane.
  • Each vehicle 18 carries two upper support elements 76, 78 carrying rollers 80, 82 which roll on the supporting cables 72, 74 and coupling clamps 84, 86 capable of enclosing two towing cables 88, 90 adjacent to the carrier cables 72, 74.
  • the third tractor cable 92 extends below the vehicle 18 and cooperates with a coupling clamp 94 carried by the floor of the vehicle 18.
  • the three tractor cables 88, 90, 92 are identical and are driven by a differential system of the type described above ensuring their synchronism of movement.
  • transverse oscillation movements are essentially limited by the two carrying cables 72, 74, while the longitudinal oscillations of the vehicles 18 corresponding to a pitch are controlled by the towing cables 88, 90, 92 in a manner analogous to that specified for installations with carrier-tractor cables according to FIGS. 1 to 3.
  • the number of tractor cables can of course be different, two cables being a minimum number, these two cables being offset in height and arranged in the longitudinal plane of symmetry of the vehicle 18. It is obvious that such a particularly advantageous installation for continuous circulation of the vehicles 18 can be used back and forth in which case the clamps 84, 86, 94 are replaced by fixed fasteners.
  • each module 96, 98, 100 carries two support elements 102, 104, articulated on the same horizontal transverse axis 106 and each carrying a clamp 108, 110 for coupling to the cables 10, 12.
  • the modules 96, 98, 100 shift in height relative to each other by approaching or deviating, the modules 96, 98, 100 being practically in contact in the sections of greatest slope.
  • FIG. 10 illustrates the example illustrated in FIG.
  • the modules 96, 98, 100 are connected in their upper part by articulated rods 112 extending parallel to the cable 10 trapped in the clamps 108, 110 and in their lower part by rods 114 parallel articulated on the modules.
  • the links 112, 114 keep the modules 96, 98, 100 parallel to each other permanently, any other connection system being conceivable.
  • the carrier-towing cables 10, 12 are driven in synchronism in the manner described above, the vehicle being uncoupled in station by opening clamps 108, 110 or remaining integral with these cables in the case of a circulating installation -from vehicles.
  • the large spacing of the carrier-tractor cables 10, 12 provides particularly remarkable transverse stability of the vehicle 18, a third cable, offset in height, being in no way essential thanks to the stability inherent in the modular structure of the vehicle 18.
  • This stability to Longitudinal oscillations, in this case the pitch of the vehicle 18, is explained by the small width of each module 96, 98, 100, which limits the offset of the load relative to the point of suspension.
  • the vertical offset of the modules 96, 98, 100 resulting from a longitudinal oscillation moreover causes friction of the linings acting as a shock absorber between the modules 96, 98, 100.
  • This great stability is confirmed by the low oscillations of the modular vehicles standard according to the aforementioned European patent N ⁇ 10,471 when passing the pylons.
  • each vehicle 18 is advantageously supported only by three rolling rollers, a single roller 118 being for example on the side of the internal rail of the curve.
  • Other modes of circulation of vehicles 18 in stations are of course conceivable and usable.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Body Structure For Vehicles (AREA)
  • Communication Cables (AREA)
  • Photoreceptors In Electrophotography (AREA)
  • Insulated Conductors (AREA)
  • Polyesters Or Polycarbonates (AREA)

Claims (15)

1. Mehrseiltransportanlage mit mehreren Seilen (10, 12, 14), die sich zwischen zwei Stationen längs paralleler Bahnen erstrecken und haben:
- mehrere Wagen (18) ohne Gehänge, die sich zwischen den Stationen auf der durch die Seile gebildeten Bahn bewegen,
- wenigstens zwei durch den Wagen getragene Lager, die sich waagerecht und quer zur Seillängsrichtung erstrecken,
- wobei sich zwei der genannten Seile (10, 12) seitlich beiderseits des Wagens (18) erstrecken und quer zur Seilrichtung getrennt sind, und wobei sich die Bahnen der zwei genannten Seile eine von der anderen durch eine Translation ableiten,
- schwenkbar auf den genannten Lagern gelagerte Tragelemente zum freien Pendeln in einer senkrechten Ebene,
- zwei durch zwei Tragelemente getragene Klemmen zum Kuppeln an den Seilen und Bewegen des Wagens auf der Bahn, wobei die Wagenschaukelbewegungen durch die seitlich getrennten Seile stabilisiert sind, dadurch gekennzeichnet, dass die Schlingerbewegung des in Translation angetriebenen Passagiertransportwagens durch eine Synchronantriebsvorrichtung von wenigstens zwei der genannten Seile (10, 12, 14) stabilisiert werden, und dass die Stampfbewegungen durch eine Verstellung in Höhe von wenigstens zwei der genannten Seile stabilisiert werden.
2. Anlage nach Anspruch 1, dadurch gekennzeichnet, dass die genannten Seile (10, 12, 14) Trag-Zugseile sind, an welchen der Wagen (18) durch in den Stationen entkuppelbaren Klemmen (26, 28) gekuppelt ist, wobei jedes Seil eine endlose Schleife zwischen den beiden Stationen bildet und die genannten Trag-Zugseile alle in Synchronismus angetrieben werden.
3. Anlage nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass sie drei an den drei Ecken eines gleichschenkligen Dreiecks stehenden Trag-Zugseile (10, 12, 14) hat, wobei die beiden auf derselben Höhe stehenden Oberseile (10, 12) den Ecken mit demselben Winkel entsprechen und das dritte Seil in der Symmetrie-Ebene des Wagens (18) liegt.
4. Anlage nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass sie zwei auf derselben Höhe stehende und den Wagenoberteil seitlich umrahmende Tragseile (72, 74) hat, um die Wagenschaukelstabilität zu gewährleisten und wenigstens zwei in Synchronismus angetriebene und gegeneinander in Höhe verstellte Zugseile (88, 90; 92) für die Wagenstampfstabilität.
5. Anlage nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass sie zwei auf derselben Höhe stehende und den Wagenoberteil seitlich umrahmende Trag-Zugoberseile (10, 12) hat und zwei auf derselben Höhe stehende und den Wagenunterteil seitlich umrahmende Trag-Zugunterseile (14a, 14b), und dass der Wagen vier Tragelemente (20, 22, 24a, 24b) trägt, die zwei zu zwei auf zwei auf einer Oberquerachse (32) liegenden Lagern und auf zwei auf einer Unterquerachse (34) liegenden Lagern gelagert sind, wobei die beiden Achsen hauptsächlich in derselben senkrechten Ebene oder in leicht verschobenen Ebenen liegen.
6. Anlage nach Anspruch 1 oder 5, dadurch gekennzeichnet, dass die Tragelemente (20, 22, 24) des Wagens auskuppelbare Klemmen (26, 28) sind zum Entkuppeln des Wagens (18) von den Seilen in der Station, wobei die genannten Stationen Umlaufschienen (44, 120) haben, um den Wagen aufzunehmen und ihn durch eine Relativbewegung nach oben oder nach unten von den Seilen zu befreien, und dass der Abstand der Oberseile (10, 12) grösser ist als der der Unterseile (14a, 14b) bei einer Befreiung des Wagens nach oben und umgekehrt.
7. Anlage nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass jedes Tragelement (20, 22, 24) zwei auskuppelbare in der Seillängsrichtung gestaffelte Klemmen (26, 28) hat, eine in seiner Mitte am Wagen (18) gelagerte, die genannten Klemmen tragende Wiege, und Rollen (38), die auf den Kuppel- und Entkuppelstrecken und/oder auf der Umlaufstrecke in den Stationen auf Trag- und Führungsschienen (44, 120) rollen können.
8. Anlage nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass der modularartige Wagen (18) mehrere nebeneinander stehende längs der Seilrichtung gestaffelte Module (96, 98, 100) hat, wobei jedes Modul Tragelemente (102, 104) hat, die mit den genannten Seilen (10, 12) zusammenwirken, um eine senkrechte Verschiebung eines Modules gegenüber dem anderen zu ermöglichen, wobei die Module auf den steilsten Strecken in Kontakt kommen.
9. Anlage nach Anspruch 8, dadurch gekennzeichnet, dass sie zwei Trag-Zugseile (10, 12) hat, an welchen die Tragelemente (102, 104) der verschiedenen Module gekuppelt sind, wobei die zwei Tragelemente eines Moduls auf einer selben an der Moduloberseite stehenden Querachse (106) gelagert sind, und dass die gegenüberstehenden Modulflächen in Reibung kommen bei einer senkrechten Relativbewegung, um die Stampfschwingungen zu beschränken.
10. Anlage nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass sie Stutzen aufweist, die einen Rahmen (48) tragen zur Befestigung der Seiltragwiegen (46), wobei der Wagen so ausgeführt ist, um durch das Rahmeninnere zu fahren.
11. Anlage nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass sie eine automatische Höheneinstellvorrichtung (68) der Wiegen (46) hat um dauernd die auf die Seile ausgeübte Reibungen auszugleichen.
12. Anlage nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass die Trag-Zugseilschleifen (10, 12, 14) oder Zugseilschleifen (88, 90, 92) und ihre Trag- und Antriebsmittel für eine Synchronbewegung der Seile identisch sind.
13. Anlage nach Anspruch 12, dadurch gekennzeichnet, dass die Trag-Zugseile (10, 12, 14) oder Zugseile (88, 90, 92) in der Antriebsstation über Endscheiben (54, 56) laufen, die je durch einen Elektromotor angetrieben werden, wobei alle Motoren identisch sind und durch dieselbe Stromquelle gespeist werden, und wobei ein mechanisches oder elektrisches Differentialsystem die gleichmässige Verteilung der Antriebsleistung auf den verschiedenen Seilen zur Synchronbewegung der Seile gewährleistet.
14. Anlage nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass die Antriebsendscheiben (54, 56) der Trag-Zugseile oder Zugseile in den Stationen unter den Bahnsteigen (52) angeordnet sind, wobei die von den Seilen entkuppelten Wagen (18) durch eine Relativbewegung nach oben beziehungsweise nach unten von den Seilen befreit oder zwischen den Seilen eingeführt werden, um von den Seilen auf den Bahnsteig und umgekehrt zu kommen.
15. Anlage nach irgend einem der vorigen Ansprüche, dadurch gekennzeichnet, dass sie wenigstens zwei, quer gegenüber der Seillängsrichtung in Abstand voneinander stehende Seile (10, 12; 72, 74) hat, um die Schaukelbewegung des Wagens (18) zu stabilisieren, und wenigstens zwei, in Höhe verstellte und synchron angetriebene Seile (10, 12; 10, 12, 14; 88, 90, 92), um die Stampfschwingungen des Wagens zu stabilisieren, wobei die Stampfstabilisierungsseile dieselben oder andere als die Schaukelstabilisierungsseile sein können.
EP85402079A 1984-11-02 1985-10-28 Seilbahn mit mehreren Seilen Expired EP0184476B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85402079T ATE47099T1 (de) 1984-11-02 1985-10-28 Seilbahn mit mehreren seilen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8416839A FR2572698B1 (fr) 1984-11-02 1984-11-02 Telepherique ou telecabine multicable
FR8416839 1984-11-02

Publications (2)

Publication Number Publication Date
EP0184476A1 EP0184476A1 (de) 1986-06-11
EP0184476B1 true EP0184476B1 (de) 1989-10-11

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EP85402079A Expired EP0184476B1 (de) 1984-11-02 1985-10-28 Seilbahn mit mehreren Seilen

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US (1) US4691642A (de)
EP (1) EP0184476B1 (de)
AT (1) ATE47099T1 (de)
DE (1) DE3573580D1 (de)
FR (1) FR2572698B1 (de)

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AT385247B (de) * 1986-06-03 1988-03-10 Doppelmayr & Sohn Mehrfachfoerderseil-umlaufbahn, insbesondere doppelfoerderseil-umlaufbahn
ATE100385T1 (de) * 1989-12-21 1994-02-15 Von Roll Seilbahnen Ag Seilfoerderanlage.
IL113728A (en) * 1995-05-15 2001-05-20 Mario Behar Combined underground and over-ground vehicle for public transport and for horizontal and steep metropolitan terrain
FR2774053B1 (fr) 1998-01-29 2003-05-23 Denis Creissels Mecanisme d'entrainemement d'une installation de transport a cables ayant une poulie motrice a double adherence
GB2347910B (en) * 1999-03-17 2002-09-18 Bicc Plc Access trolley
JP2000296769A (ja) * 1999-03-17 2000-10-24 Aerofun ケーブル上を行き来する少なくとも１つの搬送体もしくは類似する乗り物を備えた搬送装置
US6280271B1 (en) * 2000-05-18 2001-08-28 Sportsstuff, Inc. Inflatable shaded float
NO318380B1 (no) * 2000-10-11 2005-03-14 Aak As Vaiervogn og foringsvaiersystem samt fremgangsmate for bruk av vaiervogn
AU2003273724A1 (en) * 2003-10-21 2005-05-05 William Hreniuk Mitchell Darren Safety binary line crossing system which can be reconfigured in order to provide safe routes over a wider range of inclinations
AT502840B1 (de) * 2005-11-24 2007-08-15 Innova Patent Gmbh Vergnügungseinrichtung nach art eines riesenrades
FR2911314B1 (fr) * 2007-01-16 2009-03-27 Pomagalski Sa Systeme de balanciers multiples a galets de compression et de support d'un cable d'une installation de transport a cable aerien.
KR101124649B1 (ko) * 2010-03-24 2012-03-20 한양대학교 산학협력단 병렬형 대용량 케이블카 이송시스템
US8850988B2 (en) * 2010-06-23 2014-10-07 Creissels Technologies Installation with overhead cables and vehicles served thereby, without hanger
ES2575737B1 (es) * 2014-12-31 2017-04-12 Instalaciones Inabensa, S. A. Sistema de mantenimiento de líneas eléctricas de alta tensión
US20190241202A1 (en) * 2018-02-08 2019-08-08 Alex Thomas System and method for managing transportation using a self-propelled cab
FR3115260B1 (fr) * 2020-10-15 2024-08-23 Lst Installation de transport sur laquelle circule un véhicule et procédé de commande d’un tel véhicule.
JP7283500B2 (ja) * 2021-06-07 2023-05-30 株式会社ダイフク 物品搬送設備

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FR966765A (fr) * 1940-12-07 1950-10-18 Cie Nat Matieres Colorantes Colorants à cuve et leurs procédés de fabrication
BE570284A (de) * 1957-08-12
FR1375792A (fr) * 1963-07-26 1964-10-23 Engin de transport à câble subaquatique
FR1464478A (fr) * 1966-01-19 1966-07-22 Willy Buehler A G Bern Dispositif de transport pour des pentes abruptes, en particulier terrassées ou analogues et ses diverses applications
US3538855A (en) * 1968-05-06 1970-11-10 Napoleon St Cyr Towing arrangement having selectively adjustable standards
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SU517525A1 (ru) * 1975-01-03 1976-06-15 Грузинский Ордена Ленина И Ордена Трудового Красного Знамени Политехнический Институт Им.В.И.Ленина Гаситель колебаний подвесных канатных дорог
EP0010471B1 (de) * 1978-10-12 1984-03-14 DENIS CREISSELS S.A. Société anonyme dite: Kabine aus einheitlichen Elementen für eine Seilbahn
FR2453061A1 (fr) * 1979-04-02 1980-10-31 Creissels Denis Elements standard pour la realisation de transporteurs a cable aerien
DE3109944C2 (de) * 1981-03-14 1984-02-02 PHB Weserhütte AG, 5000 Köln Kuppelbare Umlauf-Drahtseilbahn zur Beförderung von Material, wie Schüttgut
FR2525981B1 (fr) * 1982-04-28 1985-06-07 Creissels Denis Telecabine a deux cables porteurs tracteurs
US4509430A (en) * 1983-06-06 1985-04-09 Creissels Denis C Twin suspension/haulage cable gondola lift

Also Published As

Publication number Publication date
EP0184476A1 (de) 1986-06-11
DE3573580D1 (en) 1989-11-16
FR2572698A1 (fr) 1986-05-09
US4691642A (en) 1987-09-08
FR2572698B1 (fr) 1988-05-13
ATE47099T1 (de) 1989-10-15

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