EP0282418B1 - Seilbahn mit zwei Trag- und Zugseilen sowie zwei vertikal versetzten Umlaufrädern - Google Patents

Seilbahn mit zwei Trag- und Zugseilen sowie zwei vertikal versetzten Umlaufrädern Download PDF

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Publication number
EP0282418B1
EP0282418B1 EP88400587A EP88400587A EP0282418B1 EP 0282418 B1 EP0282418 B1 EP 0282418B1 EP 88400587 A EP88400587 A EP 88400587A EP 88400587 A EP88400587 A EP 88400587A EP 0282418 B1 EP0282418 B1 EP 0282418B1
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EP
European Patent Office
Prior art keywords
rope
ropes
sheaves
track
incoming
Prior art date
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Expired - Lifetime
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EP88400587A
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English (en)
French (fr)
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EP0282418A1 (de
Inventor
Max Brochand
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Poma SA
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Pomagalski SA
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Priority to AT88400587T priority Critical patent/ATE53353T1/de
Publication of EP0282418A1 publication Critical patent/EP0282418A1/de
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    • 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
    • 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
    • B61B12/105—Acceleration devices or deceleration devices other than braking devices

Definitions

  • the invention relates to an air transport installation with two carrying cables and tractors.
  • Such installations with two tractor-carrying cables have many advantages, in particular the possibility of significant timing and increased capacity of the vehicles (hence greater flow in passengers or materials) and better lateral stability of the vehicles (wind resistance).
  • the fact that the vehicles are disengageably associated with the cables makes it possible to disengage the vehicles from the cables in the embarkation / disembarkation stations, in order to reduce their speed without modifying that of the cables, or even to store them in the station and then re-engage them between the cables if necessary. You can also easily adapt the number of vehicles online as needed.
  • French patent 1,249,949 describes an installation in which the vehicles are associated with the cables by clamps gripping the cables from below. The uncoupling is therefore done naturally by opening the clamps, and the vehicles are diverted from the cables simply by descending. Such an installation is fictitious, because the reliability of the association of vehicles with cables is not ensured, because the weight tends to open the clamp and to cause untimely uncoupling.
  • French patents 2,525,981 and European patents 093,680 describe an installation in which the clamps are, conventionally, more secure, resting on the upper face of the cables.
  • cable guide rollers are provided which modify the spacing of these cables to allow disengagement of the vehicle and its movement on independent cable transfer rails.
  • This solution is also not satisfactory. Indeed, the cables which are carrier-tractors, are of large diameter and highly stretched. Consequently, installing cable deflection rollers to modify the cable spacing is not only technically extremely delicate, but also poses safety problems, since the cables are then subjected to improperly controlled stresses and can all the more easily escape from the pebbles. This must in any case be avoided at embarkation / disembarkation stations. In addition, the risk of derailment is proportional to the number of deflection rollers in an installation.
  • EP-A 0 263 035 (published on 06.04.88 and not belonging to the state of the art) already teaches that it is possible to offset two end pulleys cooperating respectively with each cable for clear vehicles. However, this longitudinal offset increases the congestion of the stations too strongly.
  • the embarkation / disembarkation stations of these known installations are too bulky and require a space on the ground which is not always available, especially in the mountains.
  • the spacing of the arrival and departure traffic lanes in a station is limited and imposed by the diameter of the end pulleys. It is also desirable in certain cases (for example, disturbed reliefs at the location of stations) that the arrival traffic lane is not coplanar with the departure traffic lane in a station.
  • the end pulleys of the two cable loops must be as close as possible to each other, to simplify the tensioning and drive mechanisms which are essential elements in installations with two carrier cables . None of the known installations can meet these requirements.
  • the invention aims to remedy the aforementioned drawbacks of known installations and relates to an air transport installation in which the spacing of the cables remains constant along the line and relatively small (that is to say less than the size).
  • transverse of vehicles typically from 0.5 m to 3 m, in particular 0.75 m and 1.4 m); the clamps come to bear on the upper part of the cables; vehicles can simply be disengaged from cables in end stations without compromising the reliability of the installation (the risks of derailment being minimized), nor increasing the cost.
  • the invention also aims to reduce the size and volume of a boarding / disembarking station of such an installation; allow to choose at will the spacing of traffic lanes, in particular spacings greater than those of known installations; allow non-coplanar arrival and departure traffic lanes to be created in a station; and be able to bring the end pulleys of the two cable loops closer to each other.
  • the invention therefore provides an air transport installation with two carrier-tractor cables, comprising firstly two carrier cables- substantially parallel, continuously scrolling tractors, forming two endless loops passing over drive end, guide, return or tensioning pulleys located in embarkation / disembarkation end stations, second place at least one and generally several vehicles provided with disengageable clamps for tightening the cables, thirdly means for disengaging and clutching the clamps and means for supporting / guiding the vehicles located in the loading / unloading stations.
  • the vehicles are engaged between, driven and carried by the cables, and that in the embarkation / disembarkation stations, the vehicles are completely disengaged and dissociated from the cables, characterized in that in at least one embarkation / disembarkation station, for the arrival route and for the departure route defined by the cables, the respective cooperation zones of a cable, with the end pulleys in the arrival / departure paths are offset longitudinally with respect to the cooperation zones of the other cable with the end pulleys so that a longitudinal free space is provided between the parts respective of the most extreme cable loops with respect to the station, in that at least one return pulley of at least one loop formed by a cable is set back towards the interior of the vehicle traffic line, guide means causing the cable to make a half-turn upstream and downstream of the return pulley, in that at least one return pulley of at least one loop formed by a cable is substantially parallel to the arrival path and / or to the starting lane while being in a different plane.
  • At least one return pulley of at least one loop formed by a cable, located in the most extreme position relative to this loop and separating the cable entry and departure paths, is of a diameter different from - notably less than - the lateral distance separating the arrival lane and the departure lane.
  • the guide pulleys to a return pulley have inclined axes.
  • the spacing of the two cables is kept constant upstream and downstream of the end pulleys, and no cable deflection roller for modifying their spacing is placed at the inlet, at the outlet or between the end pulleys.
  • Transport security is therefore greatly improved compared to the prior art.
  • the disengagement / engagement of vehicles between / between the cables is simple and safe, no special device being necessary on the vehicles or the trolleys. We also have the choice of carrying out the disengagement and the engagement up or down.
  • stations can be installed almost anywhere and whatever the terrain, and carry out simply and economically the tensioning and the driving of the two cables in synchronism thanks to the devices known for this purpose.
  • the invention relates to a transport installation with two overhead cables 1, 2 carriers and tractors, substantially parallel, driven with continuous scrolling in the same direction and forming two endless loops passing over end pulleys 3 located in stations of 'embarkation / disembarkation.
  • the pulleys 3 are cable drive pulleys 1, 2.
  • the pulleys 3 are return or pulley pulleys tensioning cables 1, 2.
  • pulley 3 "end" any pulley 3b for driving, guiding, returning or tensioning a cable 1, 2 located in the vicinity of / or 3a forming one end of a cable loop 1, 2.
  • the cables 1, 2 define two traffic lanes which, in each embarkation / disembarkation station, can be defined as an arrival lane 4 and a starting channel 5 with respect to the direction of travel of the cables 1, 2.
  • the installation comprises at least one, and generally several vehicles provided with disengageable clamps 6 for clamping the cables 1, 2.
  • each vehicle is carried by a carriage 7 comprising the disengageable clamps, for example via an articulated hanger 8.
  • the installation comprises means (not shown) for disengaging and clutching the grippers 6, and means 11 for supporting / guiding the vehicles and / or carriages located in the embarkation / disembarkation stations. , so that on line, the vehicles are engaged between, driven and carried by the cables 1, 2 and that in the embarkation / disembarkation stations, the vehicles are completely disengaged and dissociated from the cables 1, 2.
  • the two cables 1, 2 defining each traffic lane 4, 5 are at least substantially parallel and define, at least locally (between two intermediate pylons and in stations, at least for each traffic lane), a common travel plane P .
  • This plan P is said to be "plan of cables ".
  • the direction” horizontal is defined as any direction contained in this plane P, although in practice the plane P of cables 1, 2 can be inclined when the cables pass between a high station and a low station.
  • “vertical” is defined as being the direction perpendicular to the plane P of the cables 1, 2.
  • the directions “longitudinal” and “lateral” are defined as being the horizontal directions parallel to the normal in-line path of the cables 1, 2 and respectively horizontal perpendicular to the normal in-line routing of cables 1, 2.
  • downstream and “upstream” are used hereinafter with reference to the direction of travel of the cables 1, 2.
  • inside cable and “outside cable” are used below with reference to the loop formed by the traffic lanes of vehicles, that is to say by the two loops formed by the cables 1,2.
  • a loop formed by one of the cables 1 or 2 comprises at least one end pulley 3a called “return pulley 3a", located in the most extreme position with respect to this loop in the station and which forms at least partially l end of the loop in the station.
  • This return pulley 3a separates the arrival 4 and departure 5 channels from the cable 1 or 2.
  • At least one return pulley 3a of at least one loop formed by a cable 1, 2 located in the most extreme position relative to this loop and separating the arrival 4 and departure 5 paths of the cable 1,2 is substantially parallel to the arrival path 4 and / or to the departure path 5, while being in a different plane
  • the installation comprises means 3b for guiding the cable 1, 2 to / of this return pulley 3a, arranged upstream / downstream of this pulley 3a.
  • At least one return pulley 3a of at least one loop formed by a cable 1, 2 is set back relative to this loop, towards the inside of the vehicle circulation line with respect to the most extreme pulleys 3b vis- with respect to the installation, the guide means 3b causing the cable 1, 2 to make a half-turn upstream and downstream of the return pulley 3a.
  • a return pulley 3a, which forms one end of a cable loop 1 or 2 in the station, is therefore not extreme longitudinally relative to the station.
  • the guide means 3b include pulleys 3b with inclined or horizontal axes 17, at least one such pulley 3b being provided upstream and downstream of each return pulley 3a, the guide pulleys 3b upstream and downstream being arranged symmetrically with respect to the plane P ' longitudinal containing the center 18 of the return pulley 3a
  • the axes 17 of these guide pulleys 3b are inclined relative to the horizontal plane P so as to guide the cable 1, 2 towards the return pulley 3a, the diameter of which is different of the lateral spacing of the upstream guide pulleys 3b e
  • the vehicles can be disengaged / engaged from / between the cables 1, 2 in line with the guide pulleys 3b, without it being necessary to modify their spacing beforehand.
  • each cable loop 1, 2 conforms to the preceding characteristics
  • the respective guide pulleys 3b of each cable 1, 2 being opposite one another
  • l inclination of the axes 17 of these pulleys 3b will be different for a cable 1 and for the other 2
  • the trajectory of the support / guide means 11 is deflected vertically in such a way that at the right of these guide pulleys 3b , the clamps 6 and the carriage 7 which carry them are located in a plane situated above the plane P of the cables, to allow disengagement / engagement of the vehicles.
  • the support / guide means 11 are also diverted horizontally in the arrival 4 and departure 5 tracks to facilitate the passage of vehicles in line with the guide pulleys 3b, in particular inward relative to the arrival tracks 4 and starting point 5 (approaching the plane P ').
  • the axes 17 of the guide pulleys 3b are substantially perpendicular to the longitudinal direction, and located in a lateral vertical plane.
  • only a loop formed by one of the cables 1 comprises at least one return pulley 3a substantially parallel to the arrival path 4 and / or to the departure path 5 but in a different plane, the return pulley 3a of the other loop formed by the other cable 2 being located at least substantially in the plane P of the arrival 4 and departure 5 paths.
  • the two loops formed by the cables 1, 2 each comprise at least one return pulley 3a substantially parallel to the arrival path 4 and / or to the departure route 5 but in a different plane.
  • the two cable loops 1, 2 are of different lengths, nested one inside the other, the two cables 1, 2 not crossing in a boarding station / disembarkation, the cable 1 outside the arrival lane 4 also being the cable 1 outside the departure lane 5, the cable 2 inside the arrival lane 4 also being the cable 2 inside the departure lane 5.
  • At least the loop which is formed by the outer cable 1 comprises at least one return pulley 3a substantially parallel to the arrival path 4 and / or to the departure path 5 but in a different plane.
  • At least one return pulley 3a of at least one loop formed by a cable 1, 2 is in a substantially horizontal plane, distinct and spaced from those (or that) containing the arrival 4 and departure 5 paths.
  • At least one return pulley 3a is above the arrival track 4 and / or the start track 5.
  • At least one return pulley 3a is below the arrival track 4 and / or the start track 5.
  • the horizontal plane P of the arrival path 5 and the horizontal plane P of the departure path 5 are coincident or at least close to each other, and the respective return pulleys 3a cable loops 1, 2 are located on the same side with respect to the tracks 4, 5, in particular above the plane P.
  • the return pulleys 3a can be located below the plane P of the tracks 4, 5.
  • at least one return pulley 3a of a loop formed by a cable 1, 2 is on one side of the tracks 4, 5, while at least one return pulley 3a of the other loop formed by the other cable 2, 1 is on the other side of the tracks 4, 5, in particular one being above and the other below the plane P.
  • the horizontal plane of the arrival path 4 and the horizontal plane of the departure path 5 are distinct and spaced vertically from each other.
  • at least one return pulley 3a is in a substantially horizontal plane interposed between the planes of the arrival 4 and departure 5 paths, for example substantially halfway between these planes.
  • each loop formed by a cable 1, 2 comprises one and only one return pulley 3a. It is however possible to provide two such return pulleys 3a per loop, having the same longitudinal position relative to the arrival tracks 4 and departure 5, and being separated and facing laterally. However, it is preferable to provide only one return pulley 3a per loop, in order to be able to bring them closer to one another, or even place them opposite one another or superimpose them, and thus better control the setting. in tension and the driving of the cables 1, 2. In the figures, for greater clarity, the respective return pulleys 3a are not shown superimposed or facing each other.
  • the return pulley 3a of the loop formed by the outer cable 1 is further apart vertically from the tracks 4, 5 than the return pulley 3a of the loop formed by the inner cable 2.
  • the return pulley 3a of the outer cable 1 is in a substantially horizontal plane situated above the substantially horizontal plane of the return pulley 3a of the inner cable 2.
  • the vehicles are easily disengaged / engaged between / between the cables 1, 2 in line with the guide pulleys 3b with inclined axes 17.
  • the support / guide means 11 are advantageously deflected - notably at least laterally - so as to avoid any interference of the vehicles with these guide pulleys 3b - especially towards the inside of the tracks 4,5 - and this upstream / downstream of these guide pulleys 3b in the arrival lane 4 / in the departure lane 5.
  • the cooperation zones 9, 16, 10, 15 of a cable 1, 2 with the end pulleys 3 in the arrival routes 4 / starting 5 are offset longitudinally with respect to the cooperation zones 10, 15, 9, 16 of the other cable 2, 1 with the end pulleys 3 so that a free space 12 is provided between the parts 13, 14 respective of the most extreme cable loops 1, 2 with respect to the station.
  • the means 11 for supporting / guiding the vehicles are deflected - in particular at least laterally - with respect to the normal routing of the cables 1, 2 between these cooperation zones 9, 16, 10, 15 of the two cables 1, 2.
  • the area 9, 16, 10, 15 of cooperation of a cable 1, 2 is that in which it cooperates from the arrival route 4 or towards the departure route 5 with a pulley 3 at the end, either with a return pulley 3a, either with a guide pulley 3b to / from the return pulley 3a.
  • the support / guide means 11 are deflected to move away from the cable 1, the cooperation zone 10 of which is downstream, so as to separate the vehicles from this cable 1.
  • the support / guide means 11 are deflected to approach the cable 1, the cooperation zone 15 of which is upstream, so as to bring the vehicles closer to this cable 1.
  • the zone 9 for cooperation of the cable 2 inside the arrival path 4 is upstream from the zone 10 for cooperation of the cable 1 outside the arrival path 4, and the zone 16 for cooperation of the cable 2 inside the starting track 5 is downstream of the cooperation zone 15 of the cable 1 outside the starting track 5.
  • the clamps 6 come to bear on the upper part of the cables 1, 2.
  • the invention is also applicable in the opposite case where the clamps grip the cable from below or from the inner sides or exterior, but then has much less interest since the problem of engaging / disengaging vehicles between / between cables 1, 2 does not arise with the same acuity.
  • a carriage 7 comprises two pairs of clamps 6, that is to say four clamps associated two by two respectively to each cable 1, 2.
  • the four clamps generally define a quadrilateral rigid.
  • the spacing of the two cables 1, 2 is kept constant upstream and downstream of the end pulleys 3 - in particular upstream of the guide pulleys 3b of the arrival track 4 and downstream guide pulleys 3b of the starting track 5-.
  • This spacing of cables 1, 2 can have a conventional value. For example, this spacing is less than the lateral dimensions of the vehicles.
  • the invention is however also applicable in the opposite case where the spacing of the cables 1, 2 is greater than the lateral dimensions of the vehicles, but with less interest since the disengagement and the engagement of the vehicles can be done differently.
  • This spacing is for example between 0.5 m and 3 m, in particular of the order of 0.75 m or of the order of 1.4 m.
  • An installation according to the invention is therefore devoid of cable deflection rollers 1, 2 in order to modify their spacing upstream and downstream of the end pulleys 3 - in particular upstream of the guide pulleys 3b of the arrival track. 4 and downstream of the guide pulleys 3b of the starting track 5-. It is also preferably devoid of cable deflection rollers 1, 2 between the end pulleys 3.
  • the tracks 4, 5 of the cables 1, 2 are substantially symmetrical with respect to a vertical longitudinal plane P '.
  • the plane P ' contains the center 18 of the return pulleys 3a when only one such pulley 3a is provided by cable 1, 2. If several return pulleys 3a are provided by cables 1, 2, these pulleys are arranged substantially symmetrically with respect to at plane P '.
  • the outer cable 1 has a return pulley 3a located above the plane P of the cables and recessed inward, that is to say, towards the line vehicle traffic.
  • the means 3b for guiding this cable 1 consist of two pulleys 3b with axes 17 inclined outward laterally to guide the cable 1 towards the return pulley 3a.
  • These guide pulleys 3a of the outer cable 1 are at least substantially aligned and facing one another in the lateral direction, although not parallel, and are located at the most extreme part of the outer cable loop 1 relative to the installation.
  • the theoretical extensions of the inclined axes 17 meet downward, substantially on the vertical longitudinal plane P 'of symmetry.
  • the diameter di of the return pulley 3a is less than the distance separating the cable 1 on the arrival path 4 from this same cable 1 on the departure path 5.
  • the return pulley 3a of the cable 2 inside is in this embodiment, conventionally arranged in the plane P of the cables 1, 2, is offset longitudinally recessed inwardly with respect to the guide pulleys 3b, and has a diameter d 2 at least substantially equal to the distance d "separating the inner cable 2 on the arrival path 4 from this same cable 2 on the departure path 5.
  • the cable 2 cooperates directly and only with its return pulley 3a.
  • the path of the outer cable 1 is substantially the same as in the first embodiment.
  • the return pulley 3a of the interior cable 2 is of a diameter d 2 less than the distance d "separating the inlet 4 and departure 5 channels of the interior cable 2, and is set back inward. of the vehicle traffic line but substantially in the plane P of the cables 1, 2.
  • These pulleys 3b are laterally offset substantially by from one to the other. They are also both offset longitudinally and set back towards the inside of the line with respect to the guide pulleys 3b of the outer cable 1, so that the zones 9, 16, 10, 15 of cooperation of the cables 1, 2 are offset longitudinally and that a free space 12 for disengagement / engagement of vehicles is provided between these guide pulleys 3b of the cable 1 and those of cable 2.
  • the guide pulleys 3b of the inner cable 2 are offset longitudinally from the return pulley 3a, being more extreme than this return pulley 3a with respect to the station.
  • the guide pulleys 3b and the return pulley 3a of the inner cable 2 are substantially horizontal but slightly inclined to allow the passage of the cable 2.
  • the two guide pulleys 3b are superimposed. They can also alternatively not shown be offset longitudinally relative to each other.
  • the inner cable 2 cooperates from the arrival path 4 with a guide pulley 3b which makes it make a U-turn to align it with the groove of the return pulley 3a which is located on the opposite side, c ' that is to say towards the starting track 5.
  • the pulley 3a made the inner cable 2 turn around, which returns from the side and near the arrival track 4 and coo father then with the other guide pulley 3b which makes him make a U-turn by bringing him back to the starting track 5.
  • the path of the outer cable 1 is substantially the same as in the two previous embodiments.
  • the return pulley 3a of the inner cable 2 is at least substantially horizontal and located above the plane P of the cables 1, 2, but below the return pulley 3a of the outer cable 1.
  • the two guide pulleys 3b of the inner cable 2 are with inclined axes 17 and not parallel to guide the cable 2 towards the return pulley 3a, and can no longer be superimposed as before, but are offset longitudinally one relative to the 'other.
  • the routing of the inner cable 3 is equivalent to that of the second embodiment apart from the longitudinal offset and the inclination of the guide pulleys 3b.
  • the diameter d 2 of the return pulley 3a of the inner cable 2 is less than the distance d "separating the inner cable 2 on the arrival track 4 and the inner cable 2 on the start track 5.
  • the guide pulleys 3b of the inner cable 2 are set back towards the inside of the line with respect to the guide pulleys 3b of the outer cable 1, in order to provide a free space 12 facilitating the disengagement and engagement of the vehicles.
  • 3b of the inner cable 2 which is the most extreme with respect to the installation is that cooperating with the arrival path 4 of the cable 2. It is however possible to provide the reverse, the guide pulley 3b of the inner cable 2 the more extreme being that which cooperates with the starting path 5.
  • the pulleys 3b for guiding the inner cable 2 are offset longitudinally inwards relative to the pulleys 3b for guiding the outer cable 1.
  • each return pulley 3a or guide 3b can be replaced by any member or plurality of equivalent members, in particular by two pulleys offset laterally if the need arises.
  • the support / guide means consist of transfer rails 11 which cooperate with the wheels of the carriage and / or of the vehicle. These transfer rails 11 come at least transversely to the right of the end pulley 3 which is the least extreme with respect to the cable loops 1, 2, so as to allow the coupling / uncoupling of vehicles with the cables 1, 2.
  • the uncoupling phase comprises a step of disengaging the clamps of the corresponding cables 1, 2, by opening the jaws, then a step of disengaging the clamps from the cables 1, 2 by relative deflection towards the top of the carriage carrying the clamps by relative to the cables 1, 2. To do this, the transfer rails 11 have in the arrival path 4 a trajectory which goes up relative to the plane P of the cables 1, 2 (FIGS. 1, 4, 7).
  • the coupling phase includes a clutch step and a step of engaging the clamps in the cables 1, 2 by relative deflection downwards of the carriage 7 relative to the cables 1, 2, the rails 11 for transfer in the starting track 5 being deflected downward relative to the plane P of the cables 1, 2 ( Figures 1, 4, 7).
  • these transfer rails 11 may have to cut the vertical plane containing the outer cable 1 by passing below or above, but do not cut the path of the inner cable 2, that is to say , pass neither above nor below.
  • the transfer rails 11 define a U-turn 19 by joining to allow a vehicle to pass directly from the arrival lane 4 to the departure lane 5 by loading / unloading goods or people .
  • the transfer rails 11 comprise transfer paths (not shown) to the outside, that is to say to the garage tracks, or to other sections. These transfer channels can cut the vertical plane of the outer cable 1. In the case of passage above, the height between the rails 11 and the cable 2 must be sufficient to allow the passage of the vehicle suspended from the rails 11 above the external cable 1.
  • the transfer rails 11 can pass between the two guide pulleys 3b and do not cut the vertical planes of the cables 1, 2.
  • the U-turn 1 can be made in the free space 12 between the pulleys 3, or on the contrary at outside, beyond the pulleys 3b most extreme with respect to the station.
  • the transfer rails 11 can for example describe an arc of a circle, or any other curve of particular shape.
  • each transfer rail 11 advantageously consists of two ramps 20 ′, 20 ′′ substantially parallel with constant spacing cooperating with respective rollers of the carriages 7 of the vehicles, in a manner known per se.
  • An installation according to the invention preferably comprises two embarkation / disembarkation stations, at each end of the vehicle traffic lanes. These stations are identical, or produced according to two distinct embodiments.
  • An installation according to the invention may however include intermediate embarkation / disembarkation stations as described above. In this case, the traffic lanes can be diverted 90 ° outwards to install the end pulleys 3, the local direction of the arrival and departure tracks 4 being perpendicular to the general direction of the traffic line vehicles between the end stations.
  • each organ described - in particular each pulley 3- may be substituted by any equivalent means.
  • the invention is generally applicable to any other installation with two carrying cables-tractors than those mentioned above, in particular for vehicles other than those described above by way of example, and for the transport of people or materials.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Electric Cable Installation (AREA)
  • Types And Forms Of Lifts (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Claims (22)

1. Seilbahn mit zwei parallelen Trag- und Zugseilen (1, 2), die kontinuierlich abgewickelt werden und jeweils zwei endlose Schleifen bilden, die über an den Enden angeordnete Umlaufräder zum Antrieb, zur Rückführung oder zum Anspannen laufen, wobei sich die Umlaufräder in den Ein- und Aussteigestationen befinden, zumindest einer und im allgemeinen mehreren Gondeln mit einem Platzbedarf in Querrichtung, welcher größer als der Abstand zweier Seile ist, wobei die Gondeln Klammern (6) zum Festklemmen der Seile (1, 2) besitzen, welche im eingekuppelten Zustand auf der Oberseite der Seile (1, 2) aufliegen, weiters mit Einrichtungen zum Ein- und Auskuppeln der Klammern (6) und Einrichtungen (11) zum Tragen und Führen der sich in den Ein- und Aussteigestationen befindenden Gondeln, sodaß die Gondeln in einer Reihe zwischen den Seilen eingekuppelt und von diesen angetrieben und getragen werden, und wobei die Gondeln in den Ein- und Aussteigestationen zur Gänze von den Seilen abgekuppelt und losgelöst sind, dadurch gekennzeichnet, daß in zumindest einer Ein- bzw. Aussteigestation für die von den Seilen (1, 2) bestimmte Ankunftsspur (4) und die Abfahrtsspur (5) jeweils die Zonen (9,16,10,15) für das Zusammenwirken eines Seils (1, 2) mit den endseitigen Umlaufrädern (3) in der Ankunftsspur (4) und der Abfahrtsspur (5) in Längsrichtung in bezug auf die jeweiligen Zonen (10, 15, 9, 16) für das Zusammenwirken des anderen Seils (2, 1) mit den endseitigen Umlaufrädern (3) versetzt sind, sodaß ein länglicher Freiraum (12) zwischen den jeweiligen Teilen (13, 14) der Schleifen der Seile (1, 2), die in bezug auf die Station am weitesten außen liegen, eingerichtet ist, daß zumindest ein Umlenk-Umlaufrad (3a) von zumindest einer von einem Seil (1, 2) gebildeten Schleife von der Umlauflinie der Gondeln nach innen zurückversetzt ist, wobei Führungseinrichtungen (3b) bewirken, daß das Seil (1, 2) stromaufwärts und stromabwärts des Umlenk-Umlaufrades (3a) eine halbe Umdrehung macht, und daß zumindest ein Umlenk-Umlaufrad von zumindest einer von einem Seil (1, 2) gebildeten Schleife im wesentlichen parallel zur Ankunftsspur (4) und/oder zur Abfahrtsspur (5) ist, jedoch in einer anderen Ebene liegt.
2. Seilbahn nach Anspruch 1, dadurch gekennzeichnet, daß jede Seilschleife in der Station nur ein einziges Umlenk-Umlaufrad (3a) aufweist, wobei die beiden Umlaufräder (3a) vertikal zueinander versetzt und übereinander angeordnet sind.
3. Seilbahn nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß zumindest ein Umlenk-Umlaufrad (3a) zumindest einer durch ein Seil (1, 2) gebildeten Schleife, welches sich in der äußersten Lage in bezug auf die Schleife befindet und die Ankunftsspur (4) und die Abfahrtsspur (5) des Seils (1, 2) voneinander trennt, einen unterschiedlichen, insbesondere kleineren Durchmesser (di, d2) als der Abstand (dE; dE) zwischen der Ankunftsspur (4) und der Abfahrtsspur (5) aufweist.
4. Seilbahn nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Führungseinrichtungen (3b) Scheibenräder (3b) mit schrägen Achsen (17) aufweisen, wobei zumindest ein solches Scheibenrad (3b) stromaufwärts und stromabwärts jedes Umlenk-Umlaufrades (3a) vorgesehen ist und die stromaufwärts und stromabwärts liegenden Führungs-Scheibenräder (3b) voneinander symmetrisch in bezug auf die Längsebene P', welche die Mitte (18) des Umlenk-Umlaufrades (3a) enthält, beabstandet sind.
5. Seilbahn nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß die beiden Schleifen der Seile (1, 2) unterschiedlich lang und ineinander verschachtelt sind, wobei sich die beiden Seile (1, 2) in einer Einstiegs- und Ausstiegsstation nicht kreuzen und das äußere Seil (1) der Ankunftsspur (4) gleichzeitig daß äußere Seil (1) der Abfahrtsspur (5) ist, und daß zumindest die vom äußeren Seil (1) gebildete Schleife zumindest ein Umlenk-Scheibenrad (3a) aufweist, welches im wesentlichen parallel zur Ankunftsspur (4) und/oder zur Abfahrtsspur (5), jedoch in einer anderen Ebene liegt.
6. Seilbahn nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß lediglich eine von dem einen Seil (1) gebildete Schleife zumindest ein Umlenk-Scheibenrad (3a) aufweist, welches im wesentlichen parallel zur Ankunftsspur (4) und/oder zur Abfahrtsspur (5), jedoch in einer anderen Ebene liegt, wobei das Umlenk-Scheibenrad (3a) der vom anderen Seil (2) gebildeten Schleife zumindest im wesentlichen in der Ebene P der Ankunftsspur (4) und der Abfahrtsspur (5) liegt.
7. Seilbahn nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß die beiden von den Seilen (1, 2) gebildeten Schleifen jeweils zumindest ein Umlenk-Scheibenrad (3a) aufweisen, welches im wesentlichen parallel zur Ankunftsspur (4) und/oder zur Abfahrtsspur (5), jedoch in einer anderen Ebene liegt.
8. Seilbahn nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß zumindest ein Umlenk-Scheibenrad (3a) von zumindest einer von einem Seil (1, 2) gebildeten Schleife in einer im wesentlichen horizontalen und von der oder den die Ankunftsspur (4) und die Abfahrtsspur (5) enthaltenden Ebene(n) unterschiedlichen Ebene liegt.
9. Seilbahn nach Anspruch 8, dadurch gekennzeichnet, daß zumindest ein Umlenk-Scheibenrad (3a) über der Ankunftsspur (4) und/oder über der Abfahrtsspur (5) angeordnet ist.
10. Seilbahn nach Anspruch 8 oder 9, dadurch gekennzeichnet, daß zumindest ein Umlenk-Scheibenrad (3a) unter der Ankunftsspur (4) und/oder unter der Abfahrtsspur (5) angeordnet ist.
11. Seilbahn nach einem der Ansprüche 8 bis 10, dadurch gekennzeichnet, daß die Horizontalebene der Ankunftsspur (4) und die Horizontalebene der Abfahrtsspur (5) unterschiedlich und in Vertikalrichtung voneinander beabstandet sind, und daß zumindest ein Umlenk-Scheibenrad (3a) in einer im wesentlichen horizontalen, zwischen die Ebenen der Ankunftsspur (4) und der Abfahrtsspur (5) eingeschobenen Ebene liegt.
12. Seilbahn nach einem der Ansprüche 7 bis 10, dadurch gekennzeichnet, daß die Horizontalebene P der Ankunftsspur (4) und die Horizontalebene P der Abfahrtsspur (5) zusammenlaufen oder einander benachbart sind, und daß die Umlenk-Scheibenräder (3a) der Schleifen der Seile (1, 2) in bezug auf die Spuren (4, 5) auf derselben Seite, nämlich oberhalb oder unterhalb der Ebene P angeordnet sind.
13. Seilbahn nach einem der Ansprüche 7 bis 10, dadurch gekennzeichnet, daß die Horizontalebene P der Ankunftsspur (4) und die Horizontalebene P der Abfahrtsspur (5) zusammenlaufen oder einander benachbart sind, und daß zumindest ein Umlenk-Scheibenrad (3a) einer von einem Seil (1, 2) gebildeten Schleife auf einer Seite der Spuren (4, 5) liegt.,wogegen zumindest ein Umlenk-Scheibenrad (3a) der anderen, vom anderen Seil (1, 2) gebildeten Schleife auf der anderen Seite der Spuren (4, 5) liegt, nämlich das eine oberhalb und das andere unterhalb der Ebene P.
14. Seilbahn nach Anspruch 13, dadurch gekennzeichnet, daß die Einrichtungen (11) zum Tragen und Führen der Gondeln zumindest seitlich in den Abweichungszonen (9,10,15,16) zwischen den beiden Seilen (1, 2) und den endseitigen Scheibenrädern (3) vom normalen Weg der Seile (1, 2) abweichen, daß auf der Ankunftsspur (4) die Einrichtungen (11) zum Tragen und Führen von dieser abweichen, um sich vom Seil (1), dessen Kooperationszone (10) stromabwärts liegt, zu entfernen, sodaß die Gondeln vom Seil (1) getrennt werden, und daß die Trage- und Führungseinrichtungen (11) auf der Abfahrtsspur (5) von dieser abweichen, um sich an das Seil (1), dessen Kooperationszone (15) stromaufwärts liegt, anzunähern, um die Gondeln an das Seil (1) zu befestigen.
15. Seilbahn nach Anspruch 13 oder 14, dadurch gekennzeichnet, daß die beiden Schleifen der Seile (1, 2) unterschiedlich lang und ineinander verschachtelt sind, wobei die beiden Seile (1, 2) sich in einer Einsteige- oder Aussteigestation nicht kreuzen und das äußere Seil (1) der Ankunftsspur (4) auch das äußere Seil (1) der Abfahrtsspur (1) ist, daß die Kooperationszone (9) des inneren Seils (2) der Ankunftsspur (4) stromaufwärts von der Kooperationszone (10) des äußeren Seils der Ankunftsspur (4) liegt, und daß die Kooperationszone (16) des inneren Seils (2) der Abfahrtsspur (5) stromabwärts der Kooperationszone (15) des äußeren Seils (1) der Abfahrtsspur (5) ist.
16. Seilbahn nach einem der Ansprüche 1 bis 15, dadurch gekennzeichnet, daß ein Wagen (7) zwei Paare von Verriegelungsklammern (6) besitzt.
17. Seilbahn nach einem der Ansprüche 1 bis 16, dadurch gekennzeichnet, daß der Abstand der beiden Seile (1, 2) stromaufwärts und stromabwärts der endseitigen Scheibenräder (3) konstant gehalten wird, insbesondere stromaufwärts der Führungs- scheibenräder (3b) der Ankunftsspur (4) und stromabwärts der Führungsscheibenräder (3b) der Abfahrtsspur (5).
18. Seilbahn nach einem der Ansprüche 1 bis 17, gekennzeichnet durch Rollen zur Auslenkung der Seile (1, 2), welche den Abstand der Seile stromaufwärts und stromabwärts der endseitigen Scheibenräder (3), insbesondere stromaufwärts der Führungsscheibenräder (3b) der Ankunftsspur (4) und stromabwärts der Führungsscheibenräder der Abfahrtsspur (5) verändern.
19. Seilbahn nach einem der Ansprüche 1 bis 18, gekennzeichnet durch Rollen zum Auslenken der Seile (1, 2) zwischen den endseitigen Scheibenrädem (3).
20. Seilbahn mit zwei parallelen Trag- und Zugseilen (1, 2), die kontinuierlich abgewickelt werden und jeweils zwei endlose Schleifen bilden, die über an den Enden angeordnete Umlaufräder zum Antrieb, zur Rückführung oder zum Anspannen laufen, wobei sich die Umlaufräder in den Ein- und Aussteigestationen befinden, zumindest einer und im allgemeinen mehreren Gondeln mit einem Platzbedarf in Querrichtung, welcher größer als der Abstand zweier Seile ist, wobei die Gondeln Klammern (6) zum Festklemmen der Seile (1,2) besitzen, welche im eingekuppelten Zustand auf der Oberseite der Seile (1, 2) aufliegen, weiters mit Einrichtungen zum Ein- und Auskuppeln der Klammern (6) und Einrichtungen (11) zum Tragen und Führen der sich in den Ein- und Aussteigestationen befindenden Gondeln, sodaß die Gondeln in einer Reihe zwischen den Seilen eingekuppelt und von diesen angetrieben und getragen werden, und wobei die Gondeln in den Ein- und Aussteigestationen zur Gänze von den Seilen abgekuppelt und losgelöst sind und die beiden Seilschleifen ineinander verschachtelt sind und ein äußeres (1) und ein inneres Seil (2) bilden, dadurch gekennzeichnet, daß in zumindest einer Ein- bzw. Aussteigestation das äußere Seil (1) ein Umlenk-Scheibenrad (3a) aufweist, welches über der Ebene P der die Ankunfts- und die Abfahrtsspur (4, 5) bestimmenden Seile (1, 2) liegt und von der Umlauflinie der Gondeln nach innen zurückversetzt ist, wobei Führungs-Scheibenräder (3b) mit schrägen Achsen vorgesehen sind, welche das äußere Seil (1) zu seinem Umlenk-Scheibenrad (3a) lenken und in bezug auf die Seilbahn am äußersten Teil der Schleife des äußeren Seils (1) angeordnet sind, und daß das innere Seil (2) ein Umlenk-Scheibenrad (3a) aufweist, welches in der Ebene P der Ankunfts- und Abfahrtsspur (4, 5) liegt und in Längsrichtung in bezug auf die Scheibenräder (3b) zur Führung des äußeren Seils (1) nach innen zurückversetzt ist, wobei das innere Seil (2) direkt und einheitlich mit seinem Umlenk-Scheibenrad (3a) zusammenwirkt.
21. Seilbahn mit zwei parallelen Trag- und Zugseilen (1, 2), die kontinuierlich abgewickelt werden und jeweils zwei endlose Schleifen bilden, die über an den Enden angeordnete Umlaufräder zum Antrieb, zur Rückführung oder zum Anspannen laufen, wobei sich die Umlaufräder in den Ein- und Aussteigestationen befinden, zumindest einer und im allgemeinen mehreren Gondeln mit einem Platzbedarf in Querrichtung, welcher größer als der Abstand zweier Seile ist, wobei die Gondeln Klammern (6) zum Festklemmen der Seile (1, 2) besitzen, welche im eingekuppelten Zustand auf der Oberseite der Seile (1, 2) aufliegen, weiters mit Einrichtungen zum Ein- und Auskuppeln der Klammern (6) und Einrichtungen (11 ) zum Tragen und Führen der sich in den Ein- und Aussteigestationen befindenden Gondeln, sodaß die Gondeln in einer Reihe zwischen den Seilen eingekuppelt und von diesen angetrieben und getragen werden, und wobei die Gondeln in den Ein- und Aussteigestationen zur Gänze von den Seilen abgekuppelt und losgelöst sind und die beiden Seilschleifen ineinander verschachtelt sind und ein äußeres (1) und ein inneres Seil (2) bilden, dadurch gekennzeichnet, daß in zumindest einer Ein- bzw. Aussteigestation das äußere Seil (1) ein Umlenk-Scheibenrad (3a) aufweist, weiches über der Ebene P der die Ankunfts- und die Abfahrtsspur (4, 5) bestimmenden Seile (1, 2) liegt und von der Umlauflinie der Gondeln nach innen zurückversetzt ist, wobei Führungs-Scheibenräder (3b) mit schrägen Achsen vorgesehen sind, welche das äußere Seil (1) zu seinem Umlenk-Scheibenrad (3a) lenken und in bezug auf die Seilbahn am äußersten Teil der Schleife des äußeren Seils (1) angeordnet sind, daß das innere Seil (2) ein Umlenk-Scheibenrad (3a) aufweist, welches von der Umlauflinie der Gondeln nach innen zurückversetzt ist, jedoch im wesentlichen in der Ebene P der die Ankunfts- und Abfahrtsspur (4, 5) bildenden Seile (1, 2) liegt, wobei am äußersten Ende der Schleife des inneren Seils (2) in bezug auf die Seilbahn Führungs-Scheibenräder (3b) mit leicht geneigten oder vertikalen Achsen angeordnet sind, welche das innere Seil (2) zu seinem Umlenk-Scheibenrad (3a) lenken, und daß die Scheibenräder (3b) zur Führung des inneren Seils (2) in Längsrichtung in bezug auf die Scheibenräder (3b) zum Führen des äußeren Seils (1) nach innen versetzt angeordnet sind.
22. Seilbahn mit zwei parallelen Trag- und Zugseilen (1, 2), die kontinuierlich abgewickelt werden und jeweils zwei endlose Schleifen bilden, die über an den Enden angeordnete Umlaufräder zum Antrieb, zur Rückführung oder zum Anspannen laufen, wobei sich die Umlaufräder in den Ein- und Aussteigestationen befinden, zumindest einer und im allgemeinen mehreren Gondeln mit einem Platzbedarf in Querrichtung, welcher größer als der Abstand zweier Seile ist, wobei die Gondeln Klammern (6) zum Festklemmen der Seile (1, 2) besitzen, welche im eingekuppelten Zustand auf der Oberseite der Seile (1, 2) aufliegen, weiters mit Einrichtungen zum Ein- und Auskuppeln der Klammern (6) und Einrichtungen (11) zum Tragen und Führen der sich in den Ein- und Aussteigestationen befindenden Gondeln, sodaß die Gondeln in einer Reihe zwischen den Seilen eingekuppelt und von diesen angetrieben und getragen werden, und wobei die Gondeln in den Ein- und Aussteigestationen zur Gänze von den Seilen abgekuppelt und losgelöst sind und die beiden Seilschleifen ineinander verschachtelt sind und ein äußeres (1) und ein inneres Seil (2) bilden, dadurch gekennzeichnet, daß in zumindest einer Ein- bzw. Aussteigestation das äußere Seil (1) ein Umlenk-Scheibenrad (3a) aufweist, welches über der Ebene P der die Ankunfts- und die Abfahrtsspur (4, 5) bestimmenden Seile (1, 2) liegt und von der Umlauflinie der Gondeln nach innen zurückversetzt ist, wobei Führungs-Scheibenräder (3b) mit schrägen Achsen vorgesehen sind, welche das äußere Seil (1) zu seinem Umlenk-Scheibenrad (3a) lenken und in bezug auf die Seilbahn am äußersten Teil der Schleife des äußeren Seils (1) angeordnet sind, daß das innere Seil (2) ein Umlenk-Scheibenrad (3a) aufweist, welches von der Umlauflinie der Gondeln nach innen zurückversetzt ist und über der Ebene P der die Ankunfts- und Abfahrtsspur (4, 5) bildenden Seile (1, 2) liegt, wobei am äußersten Ende der Schleife des inneren Seils (2) in bezug auf die Seilbahn Führungs-Scheibenräder (3b) mit geneigten Achsen angeordnet sind, welche das innere Seil (2) zu seinem Umlenk-Scheibenrad (3a) lenken, und daß die Scheibenräder (3b) zur Führung des inneren Seils (2) in Längsrichtung in bezug auf die Scheibenräder (3b) zum Führen des äußeren Seils (1) nach innen versetzt angeordnet sind.
EP88400587A 1987-03-11 1988-03-11 Seilbahn mit zwei Trag- und Zugseilen sowie zwei vertikal versetzten Umlaufrädern Expired - Lifetime EP0282418B1 (de)

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FR8703330A FR2612144B1 (fr) 1987-03-11 1987-03-11 Installation de transport aerien a deux cables porteurs-tracteurs a poulies decalees verticalement

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CN108137063A (zh) * 2015-10-06 2018-06-08 波马公司 缆索运输设施
CN108137063B (zh) * 2015-10-06 2020-09-15 波马公司 缆索运输设施

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EP0282418A1 (de) 1988-09-14
JPS6448902A (en) 1989-02-23
DE3860198D1 (de) 1990-07-12
US4898100A (en) 1990-02-06
FR2612144A1 (fr) 1988-09-16
FR2612144B1 (fr) 1991-09-06
ATE53353T1 (de) 1990-06-15
CA1286625C (fr) 1991-07-23

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