EP0227508B1 - Installation de transport sur voie de guidage comportant un agencement de sécurité pour le freinage d'urgence d'au moins une voiture assurant le transport - Google Patents

Installation de transport sur voie de guidage comportant un agencement de sécurité pour le freinage d'urgence d'au moins une voiture assurant le transport Download PDF

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Publication number
EP0227508B1
EP0227508B1 EP86402458A EP86402458A EP0227508B1 EP 0227508 B1 EP0227508 B1 EP 0227508B1 EP 86402458 A EP86402458 A EP 86402458A EP 86402458 A EP86402458 A EP 86402458A EP 0227508 B1 EP0227508 B1 EP 0227508B1
Authority
EP
European Patent Office
Prior art keywords
shaft
cabin
installation according
sleeve
car
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 - Lifetime
Application number
EP86402458A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0227508A1 (fr
Inventor
Jean(Dit Yann) 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
Publication of EP0227508A1 publication Critical patent/EP0227508A1/fr
Application granted granted Critical
Publication of EP0227508B1 publication Critical patent/EP0227508B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B9/00—Tramway or funicular systems with rigid track and cable traction
    • 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
    • B61B12/06—Safety devices or measures against cable fracture

Definitions

  • the invention relates to a transport installation on a guide track, in particular a railroad track or the like, using one or more cars on a route of the order of a few hundred meters, in which the or each car is driven the along said guide track by a cable, a conveyor, conveyor belts or the like; the invention relates more particularly to an improvement to a known type of car designed for this use and making it possible to cause reliable emergency braking, if necessary.
  • PCT patent application No. WO-A-81/02275 describes a transport installation by car (s) capable of accommodating a limited number of passengers (for example of the order of ten) and designed to transport these passages over average distances of the order of a few hundred meters.
  • a cable is permanently driven in a closed circuit along the track and the car or cars come to hang there momentarily by suitable clamping means, to be driven from one point to another.
  • the force applied by the clamping means on the cable is representative of the load of the car, so that the setting in motion of the latter is always felt in the same way, in particular with the same acceleration, regardless of the number of passengers in the car.
  • the or each car consists of two parts, respectively a rolling chassis, subject to moving on the track and a cabin suspended above the chassis by a set of links attached to a mechanism summing forces, forming weighing means. Furthermore, this same mechanism is coupled to the cable clamping means, so that on the clamping force developed by them, is representative of the cabin load, that is to say the number of passengers having taken place on board.
  • This arrangement ensures a progressive departure of the car when the clamping means (in the form of braked pulleys approaching one another) close again by clamping the cable.
  • the clamping means are released under the action of a cam actuating a lever integral with these and the car is slowed down when one or more braked wheels thereof come into operation. friction contact with a succession of decelerating bands traveling at increasingly low speeds.
  • the wheel braking means are also coupled to the force summing mechanism forming weighing means, so that the deceleration of the car is relatively independent of the load of the cabin.
  • patent FR-A-2 350 326 describes a vehicle on rail comprising braking means and release means capable, when they are actuated, of causing the vehicle to collapse, causing the braking means to be used. .
  • the invention provides such a type of improvement ensuring emergency braking with excellent operating reliability, this improvement being advantageously combined with the structure of the car defined above and in particular with the aforementioned weighing means.
  • the invention relates first of all to a transport installation on a guide track comprising at least one car capable of being driven along a track, said car comprising a chassis rolling on said track and a suspended cabin. to said chassis by a set of links attached to a force summing mechanism, characterized in that said cabin comprises braking means and that said force summing mechanism comprises means for releasing said links, capable, when they are actuated , cause the collapse of said cabin, causing the implementation of said braking means.
  • the force summing mechanism is coupled to cable tightening means, integral with said car so that the force exerted by said clamping means is representative of the forces transmitted to said summing mechanism.
  • the invention also relates to a particular embodiment of such a mechanism summing forces, well adapted to exercise moreover the desired security organ function.
  • this mechanism comprises a transverse shaft mounted with the possibility of rotation on the chassis and at the ends of which the shaft are fixed means for winding the aforementioned links. These are wound on said corresponding winding means, at the rate of two links for each end of said shaft so that the moments of the resulting couples are added.
  • a sleeve is mounted coaxially with the shaft and a disconnectable coupling mechanism is arranged between the shaft and the sleeve to secure them while the cable tightening means are connected to the sleeve so as to develop thereon.
  • a car 11 consisting of a rolling chassis 12 surmounted by a cabin 13 of which only the lower part is sketched.
  • the cabin 13 is suspended above the chassis 12 by a mechanism which will be described later.
  • the chassis 12 moves on a railway type track 14 (here made up of two rails 14a with an I-section), by means of four metallic wheels 15.
  • a traction cable 16 runs continuously along the track 14, between the rails, in a closed circuit. It is driven by a motor located for example in a station and guided step by step and in particular in curves, by sets of pulleys; all these elements are conventional and are not shown in the drawings.
  • Each vertical upright has a telescopic structure, since comprising a tubular portion 20 integral with the cabin, inside which is mounted an element 21 movable longitudinally.
  • a damping spring 22 is interposed between the bottom of the tubular portion 20 and the internal end of the element 21. This arrangement thus gives a certain vertical elasticity to the suspension of the cabin.
  • the lower ends of the uprights 18, that is to say more particularly here, the ends of the elements 21, comprise horizontal bases 25, carrying anchor yokes 26 of the ends of the links 19 connected to the cabin 13.
  • the bases 25 also constitute four brake pads and are, for this purpose, arranged above the rails of the track 14. These pads are therefore capable of come into frictional contact with the rails in the event of the cabin 13 sagging relative to the rolling chassis 12.
  • the undersides of the bases 25 may be provided with a friction material suitable for stopping the car over a predetermined distance so that deceleration is tolerable by passengers.
  • a friction material of the type used in automobile brakes gives, for example, good results.
  • the chassis consists of an infrastructure forming a sort of frame 30 which in particular carries the wheels 15, a force summing mechanism 31, forming weighing means, clamping means 32 of the cable 16 and two braked wheels 33 located in a same vertical plane. More specifically, the frame 30 consists of two longitudinal members 35 parallel to the rail and connected by crosspieces 36, 37, 38 and 39. Each longitudinal member 35 consists of a median section 40, tubular, at the ends of which are welded plates defining large yokes 41, 42.
  • Each yoke supports one of the wheels 15 and a pinion 45 on which is wound the chain 19 connected to one of the uprights 18 (closest to the yoke) of the cabin 13.
  • Each chain s 'therefore extends approximately horizontally and parallel to the track from the corresponding pinion 45, to the force summing mechanism 31, located approximately in the middle of the chassis.
  • This mechanism comprises a transverse shaft 46 at the ends of which are mounted means for winding the end portions of the chains 19.
  • the shaft 46 is mounted with the possibility of rotation in bearings 47 fixed to supports 48 themselves mounted between the two central sleepers 37 and 38.
  • the winding means here consist of two pinions 50, respectively fixed to the ends of the shaft 46 and at the periphery of which the anchoring points of the aforementioned links are defined, at the rate of two links (that is to say two chains 19) for each sprocket.
  • the chains are wound on the pinions 50 so that the moments of the resulting couples are added. More precisely, the arrangement is in accordance with FIG.
  • the cabin is suspended above the rolling chassis and that, when the shaft 46 is left to itself, the cabin 13 rests on the rails 14a by its bases 25 forming brake pads.
  • the force summing mechanism which has just been described therefore constitutes a means of weighing the cabin 13 and the forces transmitted by the chains 19 are balanced by the cable clamping means 37 (and also by an actuation mechanism for the braked wheels 33) in such a way that the shaft 46 is normally maintained in an angular position such that the chains are tensioned and the cabin 13 is suspended above the rolling chassis 12.
  • connection between the shaft 46 of on the one hand, and the clamping means 37 and the actuation mechanism of the braked wheels 33 on the other hand, is effected by means of a sleeve 52 coaxial with the shaft 46 and carried by it.
  • a sprocket 53 is fixed, for example welded, to the sleeve 52 (see FIG. 4) and a section of chain 54 is wound around this sprocket in a direction such that a force exerted on this chain tends to rotate the sleeve in a direction opposite to that along which the axis 46 is biased by the chains 19.
  • this chain section 54 is fixed to a movable stop 55 with rollers 55a bearing while rolling on a fixed vertical surface 48a of a neighboring support 48.
  • a transmission arm 58 is articulated at one end to the movable stop 55.
  • This arm substantially parallel to the shaft 46, ends with an adjustable needle 59 while a link 60 forming part of a control mechanism (not cable clamping means 32 of the cable 16 is articulated on the same arm near the movable stop 55.
  • the cable clamping means essentially comprise two grooved pulleys 62 capable of bearing against one another by their fields by enclosing the cable 16.
  • the cable clamping force is representative of the cabin load, which makes it possible, from a station, to control the acceleration given to the car, regardless of the number of passengers.
  • a lever of said tightening mechanism (not shown) is actuated by a ramp fixed along the track so as to separate the car from the traction cable.
  • the two braked wheels 33 are respectively mounted cantilevered on the crosspieces 36 and 39, by means of yokes 64 in which pivot the hub supports 65.
  • a braking drum 66 is mounted coaxially with each wheel.
  • a curved arm 67, carrying a friction lining, is articulated to each yoke 64 so that said lining can come into contact with the neighboring drum.
  • the braking force is transmitted by a longitudinal arm 68 mounted floating between the other ends of the arm 67, by means of two rods 69, respectively, the needle 59 is supported in the middle of this longitudinal arm 68.
  • the braked wheels 33 are pneumatic wheels and are likely to come into contact, in station, with a braking band 70 (sketched in phantom in Figure 2) running at lower speed, after disconnection of the cable tightening means, as indicated upper. The car is thus braked by the wheels 33 until the latter stops on the strip 70 which then ensures the transport of the car at its own speed.
  • the braking force exerted on the drum 66 is representative of the load of the cabin, which allows better control of the deceleration thereof, whatever the Number of passengers.
  • this shaft and this sleeve can in fact be separated from one another, on command, and therefore constitute means for loosening the aforementioned links 19, susceptible, when they are actuated , to cause the collapse of the cabin 13, causing the implementation of the emergency braking means constituted here by the bases 25 coming to rest on the rails 14a.
  • a coupling mechanism 72 disconnectable, visible in Figure 5, is arranged between the shaft 46 and the sleeve 52 to secure them in rotation, in normal operation.
  • This mechanism 72 comprises two levers 73, 74, respectively integral with the shaft 46 and the sleeve 52 and located close to one another, in the vicinity of one end of the sleeve.
  • At least one of the levers in this case the lever 74 secured to the sleeve is articulated about an axis 78 perpendicular to the sleeve and biased by a spring 79 towards a predetermined position in the direction of the other lever.
  • These levers carry respective lateral stops 80, 81 facing each other, making it possible to secure them in rotation when said stops are in contact through their faces 80a, 81a. In this position, in fact, said stops are kept in contact by the opposite couples acting on the shaft 46 and the sleeve 52, which has the double consequence of securing the shaft and the sleeve in rotation while immobilizing them in a chosen position determined by the balance which is established between the chains 19 and 54 in the stretched state.
  • the ends of the levers 73, 74 are provided with engagement cheeks 85 coming substantially opposite one another, when the stops 80, 81 are in contact. This is the situation illustrated in FIG. 5. These two cheeks are held facing each other with a predetermined spacing by the fact that the surfaces in contact with the stops 80 and 81 are slightly biased with respect to each other. These stops also include inclined rear facets 80b, 81b sliding against one another by pushing the movable lever 74 against the action of the spring 79, when the system is "reset” by bringing the cheeks 85 together, this operation s 'effecting by turning the shaft 46 by means of a drive square 87 located at one end thereof.
  • one or more triggering members 90 controlled are arranged along the track so that an upper cam member 91 of such a triggering member can be introduced between the engaging cheeks 85 in passing of a car, so as to cause the separation of the stops 80, 81 and, consequently, the separation of the shaft 46 and of the sleeve 52.
  • the relative rotation between these two elements causes both the collapse of the cabin and the release of the clamping means 32, which causes emergency braking stopping the car after a few meters.
  • Such a triggering member is shown in FIGS. 1 and 2 in the actuating position, that is to say with the cam 91 raised and about to separate the engagement cheeks 85 and in FIG. 6, trigger standby position, the cam then being too low to reach the engaging cheeks.
  • the trigger member 90 comprises a beam 92 articulated to a base 93 fixed to the track.
  • This beam carries the cam member 91 at one end and a counterweight 94 at another end.
  • This counterweight is sufficient to rotate the beam by straightening the cam 91.
  • a control device 95 of the "electromagnetic suction cup” type, cooperates with the arm of the beam which carries the cam to keep it in a low position when it is powered. The interruption of the electrical supply to the control device causes the flail to tilt under the action of the counterweight and brings the cam 91 to the level of the path of the engaging cheeks.
  • One end of the beam is provided with a locking pin 97 which engages at the end of the tilting stroke in a housing 98 provided on a vertical upright 99, fixed to the track.
  • the lug and / or the upright are provided with elastic erasing means facilitating the locking of the lug in the housing. More specifically, the lug 97 is mounted movable longitudinally in a bore, against the action of a spring urging it outwards while the upright 99 is mounted on a block of elastically deformable material 100, such as rubber.
  • a power supply network 101 of the control device or devices 95 is controlled by a monitoring system sensitive to the speed of the car or cars and / or to the relative speed between at least two cars. This monitoring system is not part of the invention and will therefore not be described in detail.
  • the monitoring system can also be designed to control the spacing of cars between stations by a "blocking" device conventionally used for railways and to control in the event of a fault the tilting of one or more judiciously arranged tripping devices. along the way.
  • Figure 7 shows a variant of the braking means.
  • the uprights 18a integral with the cabin and carrying friction linings 102 are no longer combined with the suspension means of the cabin but are located above the wheels 15 of the rolling chassis. Under these conditions, the collapse of the cabin causes the implementation of emergency braking but it is exerted on the wheels 15 and no longer on the rails 14a.
  • the monitoring system associated with the channel detects abnormal operating conditions, it generates control signals resulting in the tilting of one or more flails 92, consequently causing the cams to straighten 91 corresponding.
  • the approximately diamond-shaped profile of each cam 91 see FIG. 2 and especially the fact that the beam 92 comes to lock in the high position thanks to the cooperation of the lug 97 and the neighboring upright 99, allow '' act effectively on the coupling mechanism, regardless of the direction of movement of the car.
  • the system is therefore also capable of stopping a car going into reverse on a slope.
  • the invention can be the subject of several variants.
  • the tractor cable can be replaced by a conveyor or conveyor belts and, in general, the drive means of cars can be independent of the links allowing the cabin to be suspended above of the rolling chassis.
  • the invention further relates to any means or arrangement capable of causing the loosening of these links for braking.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Body Structure For Vehicles (AREA)
  • Handcart (AREA)
  • Braking Arrangements (AREA)
  • Attitude Control For Articles On Conveyors (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
EP86402458A 1985-11-05 1986-11-04 Installation de transport sur voie de guidage comportant un agencement de sécurité pour le freinage d'urgence d'au moins une voiture assurant le transport Expired - Lifetime EP0227508B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8516360 1985-11-05
FR8516360A FR2589417B1 (fr) 1985-11-05 1985-11-05 Installation de transport sur voie de guidage comportant un agencement de securite pour le freinage d'urgence d'au moins une voiture assurant le transport

Publications (2)

Publication Number Publication Date
EP0227508A1 EP0227508A1 (fr) 1987-07-01
EP0227508B1 true EP0227508B1 (fr) 1990-10-31

Family

ID=9324504

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86402458A Expired - Lifetime EP0227508B1 (fr) 1985-11-05 1986-11-04 Installation de transport sur voie de guidage comportant un agencement de sécurité pour le freinage d'urgence d'au moins une voiture assurant le transport

Country Status (9)

Country Link
US (1) US4785739A (ja)
EP (1) EP0227508B1 (ja)
JP (1) JPS62125949A (ja)
AU (1) AU597007B2 (ja)
BR (1) BR8605429A (ja)
CA (1) CA1278534C (ja)
DE (2) DE227508T1 (ja)
ES (1) ES2000022B3 (ja)
FR (1) FR2589417B1 (ja)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2691692A1 (fr) * 1992-06-01 1993-12-03 Soule Sa Système de transport comprenant des véhicules roulant sur des rails et tractés par un câble.
CN103350701B (zh) * 2013-07-17 2015-12-09 华南农业大学 一种具有断绳制动装置的山地果园轨道货运滑车
WO2016034698A1 (fr) 2014-09-04 2016-03-10 Agence Nationale Pour La Gestion Des Déchets Radioactifs Vehicule ferroviaire et installation de funiculaire
FR3031742B1 (fr) 2015-01-21 2016-12-23 Ab7 Innovation Procede d'elaboration d'un materiau composite non poreux hydro- et/ou lipo-absorbant de compositions actives liquides
FR3037304B1 (fr) * 2015-06-12 2018-07-27 Poma Dispositif d'accouplement d'un vehicule a un cable tracteur, vehicule equipe d'un tel dispositif, et installation de transport par cable tracteur comprenant un tel vehicule

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR811128A (fr) * 1935-10-14 1937-04-07 Chemin de fer aérien birail à automotrices dont l'adhérence est artificiellement accrue
JPS45499Y1 (ja) * 1965-09-02 1970-01-10
JPS4940803A (ja) * 1972-08-25 1974-04-17
US3848728A (en) * 1973-02-01 1974-11-19 Butz Eng Corp Conveyor and sorting system
US4062295A (en) * 1975-08-16 1977-12-13 Maschinenfabrik Augsburg-Nurnberg Aktiengesellschaft Emergency slipper for high-speed vehicles
GB1584951A (en) * 1976-05-04 1981-02-18 Gyro Mining Transport Ltd Rail vehicle bogie and rail vehicle
DE2927494C2 (de) * 1979-07-07 1983-07-07 Maschinenfabrik Scharf Gmbh, 4700 Hamm Bremswagen für eine Schienenstandbahn
FR2475485A1 (fr) * 1980-02-11 1981-08-14 Huon De Kermadec Jean Pince a embrayage progressif pour funiculaire
JPS56157666A (en) * 1980-05-07 1981-12-04 Hitachi Ltd Carrying facility by rope traction drive
GB2091360B (en) * 1980-11-28 1985-05-01 Underground Mining Mach Braking system for a mine rail car bogie

Also Published As

Publication number Publication date
BR8605429A (pt) 1987-08-11
CA1278534C (fr) 1991-01-02
DE3675350D1 (de) 1990-12-06
FR2589417A1 (fr) 1987-05-07
EP0227508A1 (fr) 1987-07-01
ES2000022A4 (es) 1987-09-16
DE227508T1 (de) 1987-11-05
AU6483686A (en) 1987-05-07
JPH0464907B2 (ja) 1992-10-16
ES2000022B3 (es) 1991-04-16
JPS62125949A (ja) 1987-06-08
FR2589417B1 (fr) 1988-08-12
US4785739A (en) 1988-11-22
AU597007B2 (en) 1990-05-24

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