EP1752352A2 - Méthode d'exploitation pour un téléphérique débrayable - Google Patents

Méthode d'exploitation pour un téléphérique débrayable Download PDF

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Publication number
EP1752352A2
EP1752352A2 EP06016213A EP06016213A EP1752352A2 EP 1752352 A2 EP1752352 A2 EP 1752352A2 EP 06016213 A EP06016213 A EP 06016213A EP 06016213 A EP06016213 A EP 06016213A EP 1752352 A2 EP1752352 A2 EP 1752352A2
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EP
European Patent Office
Prior art keywords
rope
carrier
carriers
train
terminals
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.)
Withdrawn
Application number
EP06016213A
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German (de)
English (en)
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EP1752352A3 (fr
Inventor
Jean-François Mugnier
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.)
Poma SA
Original Assignee
Pomagalski SA
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Filing date
Publication date
Application filed by Pomagalski SA filed Critical Pomagalski SA
Publication of EP1752352A2 publication Critical patent/EP1752352A2/fr
Publication of EP1752352A3 publication Critical patent/EP1752352A3/fr
Withdrawn legal-status Critical Current

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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
    • 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

  • Aerial ropeway transport systems are commonly used for transporting people or cargo.
  • a typically system has two end terminals, or stations, each having a bullwheel for supporting a rope. Carriers for carrying the people or cargo are suspended beneath the rope. Rotation of the bullwheels causes the rope to move, along with the attached carriers, between the two terminals.
  • Each terminal typically includes provisions for loading people and/or cargo onto carriers departing the terminal and for unloading people and/or cargo from carriers arriving at the terminal.
  • a pulsed system In a traditional "pulsed" system, carriers are typically arranged in relatively widely spaced trains of one or more carriers. When a train arrives at a terminal, the drive rope is slowed down or stopped to allow the passengers or cargo to be loaded and/or unloaded. After loading and/or unloading are completed, the rope is returned to its normal operating speed until the next train arrives.
  • a pulsed system may be operated at a relatively higher speed when loading/unloading operations are not being carried out.
  • One disadvantage of a pulsed system is that the entire system must be operated at the relatively slow loading/unloading speed (or stopped) for the entire time that it takes to complete loading and/or unloading of a train.
  • the carriers are selectively detachable from the rope.
  • a carrier arrives at a terminal, it can be detached from the rope and conveyed on a separate terminal conveyor system so that the carrier can be brought to a stop while the rope continues to move.
  • the carrier can transported at a relatively slow speed in the terminal after detachment. In either case, the rope is permitted to operate at its relatively high speed without interruption.
  • Detachable systems require fairly elaborate devices to detach carriers from the rope, convey them within the terminal and reattach the carriers after loading and/or unloading is completed. The provision of these devices generally necessitates larger and more complex terminals.
  • the required terminal size is even greater because additional room must be provided to allow for deceleration and acceleration of the carriers at an acceptable rate. Both the complexity of the detach/attach devices and the size of the terminals contribute to the relatively high cost of a detachable system.
  • Figs. 1-15 in general, disclose an aerial ropeway transport system 10 having a rope 20 extending between at least two terminals 60, 90 and a plurality of carriers, e.g., 144, 146, 148, each of the plurality of carriers being detachably attached to the rope 20 at a first spacing "S" from one another.
  • the plurality of carriers 144, 146, 148 may be caused to move at a relatively high speed by moving the rope 20 at the relatively high speed.
  • the rope 20, and thus the plurality of attached carriers 144, 146, 148 may be decelerated to a relatively slow speed.
  • the plurality of carriers 144, 146, 148 may be detached from the rope 20 at one of the terminals 60, 90 while the rope 20 is moving at the relatively slow speed.
  • the rope 20 may be accelerated to the relatively higher speed after the plurality of carriers 144, 146, 148 have been detached from the rope 20.
  • the first spacing "S" between the carriers 144, 146, 148 may be maintained after the plurality of carriers 144, 146, 148 have been detached from the rope.
  • Figs. 1-15 further disclose, in general, an aerial ropeway transport system 10 having a rope 20 extending between at least two terminals 60, 90 and a plurality of carriers, e.g., 144, 146.
  • the plurality of carriers 144, 146 include at least a first carrier, e.g., 144 and a second carrier, e.g., 146, each of the plurality of carriers 144, 146 being detachably attached to the rope 20.
  • the plurality of carriers 144, 146 may be caused to move at a relatively high speed by moving the rope 20 at the relatively high speed.
  • the rope 20, and thus the plurality of attached carriers 144, 146 may be decelerated to a relatively slow speed.
  • the first carrier 144 may be detached from the rope at one of the terminals, e.g., 60, while the rope 20 is moving at the relatively slow speed.
  • the second carrier 146 may be detached from the rope 20 the terminal 60 after detaching the first carrier 144 from the rope 20 and while maintaining movement of the rope 20 at the relatively slow speed.
  • the rope 20 may be accelerated to the relatively higher speed after the second carrier 146 has been detached from the rope 20.
  • Figs. 1-15 further disclose, in general, an aerial ropeway transport system 10 having a rope 20 extending between at least two terminals 60, 90 and a plurality of trains e.g., 142, 128.
  • the plurality of trains 142, 128 may include at least a first train, e.g., 142 and a second train, e.g., 128.
  • Each of the first train 142 and the second train 128 may include at least one carrier, e.g., 144, 130 respectively, that is selectively attachable to the rope 20.
  • the rope 20 may have a first portion 30 which moves in a first direction 32 and a second portion 40 which moves in a second direction 42 opposite the first direction 32.
  • the rope 20 may be caused to move at a relatively high speed.
  • the rope 20 may be decelerated to a relatively low speed.
  • the first train 142 may be detached from the first portion 30 of the rope 20 at one of the terminals, e.g., 60, while the rope 20 is moving at the relatively low speed.
  • the second train 128 may be attached to the second portion 40 of the rope 20 at the one of the terminals 60 while the rope 20 is moving at the relatively low speed. After the detaching and attaching described above, the rope 20 is accelerated to the relatively high speed.
  • Fig. 1 is a schematic plan view of an exemplary aerial ropeway transport system having two terminals, a rope extending between the two terminals and a plurality of trains.
  • Fig. 2 is a more detailed plan view of a portion of the aerial ropeway transport system of Fig. 1, including one of the terminals.
  • Fig. 3 is a detailed elevation view of one of the trains of the aerial ropeway transport system of Fig. 1.
  • Fig. 4 is detailed plan view of the terminal shown in Fig. 2.
  • Fig. 5 is an elevation view of the terminal of Fig. 4.
  • Fig. 6 is a front perspective view of an exemplary grip mechanism useable in conjunction with carriers of the trains of Fig. 1.
  • Fig. 7 is a top plan view of the grip mechanism of Fig. 6.
  • Fig. 8 is a front elevation view of the grip mechanism of Fig. 6.
  • Fig. 9 is a right side elevation view of the grip mechanism of Fig. 6.
  • Fig. 10 is schematic plan view of a portion of the aerial ropeway transport system of Fig. 1, including one of the terminals thereof at a first point in time.
  • Fig. 11 is schematic plan view of the portion of the aerial ropeway transport system shown in Fig. 10 at a second point in time.
  • Fig. 12 is schematic plan view of the portion of the aerial ropeway transport system shown in Fig. 10 at a third point in time.
  • Fig. 13 is schematic plan view of the portion of the aerial ropeway transport system shown in Fig. 10 at a fourth point in time.
  • Fig. 14 is schematic plan view of the portion of the aerial ropeway transport system shown in Fig. 10 at a fifth point in time.
  • Fig. 15 is schematic plan view of the portion of the aerial ropeway transport system shown in Fig. 10 at a sixth point in time.
  • Fig. 1 illustrates an aerial ropeway transport system 10.
  • the aerial ropeway transport system 10 may include a first terminal 60 and a second terminal 90.
  • a pair of bullwheels 62, 92 may be located at or near each of the terminals 60 and 90, respectively.
  • Each of the bullwheels 62, 92 is rotatably mounted for rotation about the axes 64 and 94, respectively.
  • the axes 64 and 94 may be oriented in a direction extending out of and normal to the page, as viewed in Fig. 1. In actual use, the axes 64, 94 may, for example, be provided having a vertical orientation.
  • An "endless" rope 20 which may, for example, be a conventional wire rope may be at least partially supported by the bullwheels 62 and 92, as shown.
  • each of the bullwheels 62, 92 may include a circumferential groove sized appropriately to allow the rope 20 to engage therewithin in a conventional manner.
  • the rope 20 when engaged in this manner, can be viewed as having a first portion 30 and an oppositely-disposed second portion 40.
  • At least one of the bullwheels 62, 92 may be operatively connected to a prime mover, e.g., an electric motor (not shown), such that the bullwheel can be drivingly rotated about its respective rotational axis 64, 94. Rotation of the bullwheel 62 and/or 92, in turn, causes the rope 20 to move.
  • a prime mover e.g., an electric motor (not shown)
  • Rotation of the bullwheel 62 and/or 92 causes the rope 20 to move.
  • Each of the bullwheels 62, 92 may, for example, rotate in a counter-clockwise direction (as viewed in Fig. 1) thus causing the rope first portion 30 to move in the direction 32 and the rope second portion 40 to move in the opposite direction 42.
  • a train 142 of carriers e.g., the carriers 144, 146, 148, may be attached to the rope 20 such that movement of the wire rope, as described above, will cause the train 142 to move between the terminals 60 and 90. Specifically, the train will move from the terminal 60 to the terminal 90 along the second portion 40 of the rope 20 and from the terminal 90 to the terminal 60 along the first portion 30 of the rope 20.
  • the aerial ropeway transport system 10 may serve to transport passengers between terminals 60 and 90.
  • Each of the carriers on the system 10 may, for example, be capable of holding up to eight passengers.
  • Each of the carriers 144, 146, 148 within the train 142 may, for example, be of a conventional type used to carry passengers.
  • the carriers may, for example, be common vehicles such as gondola cabins or open baskets (cabriolet), chairs or larger cabins as used in aerial tramways.
  • the grip mechanism 170 suspends the carrier 144, via the hanger 162, from the rope 20 such that the carrier 144 moves with the rope 20.
  • the carriers 146, 148, as well as all other carriers operating on the system 10 may be configured in the same manner as that described above with respect to the carrier 144.
  • spacing uphold linkages described above are not to be confused with the "stabilization linkage” that is sometimes used on the lower part of the hangers (e.g., the hanger 162, Fig. 3) on traditional systems, which is designed to prevent the carriers of a same train hitting each other if they were to oscillate in opposite directions.
  • the addition of a "spacing upholding linkage”, as described above, doesn't preclude the additional use of a “stabilization linkage", if so required.
  • train 142 is shown and described herein having three carriers for illustration purposes only.
  • the train 142 (as well as all other trains on the system 10) could, alternatively, contain any number of carriers.
  • train is intended to mean either a single carrier or a plurality of carriers connected together in a series relationship with each of the carriers being individually attached or attachable to the rope).
  • Fig. 2 illustrates the first terminal 60 in further detail, it being understood that the second terminal 90 may be configured in a substantially similar manner.
  • the terminal 60 may include an attach mechanism 66 located adjacent the bullwheel 62 and associated with the second portion 40 of the rope 20.
  • a detach mechanism 68 may be located adjacent the bullwheel 62 and associated with the first portion 30 of the rope 20, as shown.
  • a rail 80 may extend between the detach mechanism 68 and the attach mechanism 66, as shown.
  • the terminal 60 may further include a loading & unloading platform 70 and a personnel entry portal 72 and exit portal 74 to provide access to the platform.
  • the loading and unloading platform 70 may include a loading and unloading rim 76 as shown.
  • the loading and unloading rim 76 may have a profile corresponding to the profile of a portion of the rail 80 (in the exemplary embodiment illustrated, the rail and the loading and unloading rim 76 each have a curved profile in this area).
  • the attach mechanism 66 serves to attach a carrier (e.g., one of the carriers 130, 132, 134) to the second portion 40 of the rope 20.
  • Figs. 4 and 5 illustrate the terminal 60 in even further detail.
  • the detach mechanism 68 may include a ramp 100 located adjacent the rail 80.
  • the attach mechanism 66 may also include a ramp 102.
  • An outer floor guide 108 may be provided in the loading and unloading platform 70 adjacent the rim 76. Outer floor guide 108 may include outwardly flared portions 110, 112, at its leading and trailing ends, respectively.
  • An inner floor guide 114 may be provided in the loading and unloading platform 70 as shown. Inner floor guide 114 may include inwardly flared portions 116, 118, at its leading and trailing ends, respectively.
  • Outer and inner floor guides 108, 114 contact the bumper rails of carriers traveling through the terminal (e.g., the bumper rail 136, Fig. 3) in order to help control the movement of the carriers and prevent unwanted swaying.
  • a person 86 is illustrated in Fig. 5 standing on the loading and unloading platform 70 waiting to board the carrier 132.
  • a terminal conveyor system may also be housed within the terminal 60.
  • the terminal conveyor system is used to move a train, e.g., the train 142, Fig. 1, along the rail 80 (Fig. 2) while the carriers in the train are detached from the rope 20.
  • the rope 20 slows to a relatively slower "terminal speed" before the detach/attach operations are carried out.
  • the rope 20 does not, however, come to a complete stop.
  • the terminal conveyor system also serves to decelerate a train that has just been detached from the rope 20 from the rope terminal speed to a complete stop, e.g., in the stopped position shown in Fig. 4.
  • system 10 may also include various support members, towers, sheaves and other hardware to support and drive the rope 20 as will be readily understood by one of ordinary skill in the art.
  • grip mechanism 170 may include a frame 172.
  • Hanger 162 may be attached to a bearing block 174 which, in turn, may be rotatably mounted on a spindle portion (not shown) of the frame 172.
  • the bearing block 174 is able to rotate relative to the frame about the axis 176, Figs. 8-9.
  • this rotatable mounting of the bearing block 174 allows the hanger 162, along with the attached carrier 144, to move in the directions generally indicated by the arrow 178 relative to the grip mechanism 170 and the rope 20, Fig. 3.
  • frame 172 may include a stationary jaw 180. Adjacent the stationary jaw are a pair of spaced bearing blocks 182, 184 (Fig. 6). A pair of compressible needles 186, 188 may be located adjacent the bearing blocks 182, 184, respectively, as shown. Frame 172 may further include a pair of support arms 190, 192 as best shown in Fig. 7.
  • Grip mechanism 170 may further include a lever arm 200.
  • a movable jaw 208 may be located at a first end of the lever arm 200 as shown.
  • a compression roller 210 may be rotatably mounted to a second end of the lever arm 200.
  • Lever arm 200 may include a pivot portion 202, Fig. 6, located between the first and second ends of the lever arm 200, but much closer to the first end (i.e., the movable jaw 208) than to the second end (i.e., the compression roller 210).
  • the lever arm pivot portion 202 may be pivotally mounted between the frame bearing blocks 182, 184 such that the lever arm 200 is pivotable relative to the frame 172 about a pivot axis 204, Fig. 9.
  • lever arm 200 may further include a pair of outwardly extending supports 212, 214 rotatably mounted to the lever arm 200 near the compression roller 210.
  • a pair of coil springs 216, 218 may be mounted between the lever arm supports 212, 214 and the support arms 190, 192 of the lever arm 200 as best shown in Fig. 7. As can be appreciated, mounted in the manner described above, the coil springs 216, 218 will bias the lever arm 200 in the direction 206, Fig. 9. In other words, the springs 216, 218 will bias the movable jaw 208 of the lever arm 200 in a downward direction and the compression roller 201 in an upward direction, as viewed in Fig. 6.
  • the grip mechanism 170 is selectively engageable with and detachable from the rope 20.
  • the force provided by the springs will bias the movable jaw 208 in the direction 206, Fig. 9, thus causing the rope 20 to be tightly gripped between the movable jaw 208 and the stationary jaw 180.
  • the carrier 144 will be carried along due to movement of the rope 20.
  • the flexible needles 186, 188, Fig. 6, serve to provide smoother passage of the grip mechanism 170 under compression sheaves.
  • a downward force 194, Fig. 9, may be applied to the compression roller 210, thus causing the lever arm 200 to pivot in the direction 207 about the pivot axis 202 and the moveable jaw 208 to retract from the rope 20.
  • the downward force discussed above may be supplied by a fixed ramp with which the compression roller 201 is brought into contact when it is desired to detach the grip mechanism 170 from the rope 20.
  • the grip mechanism 170 may be provided with a lateral roller 196 rotatably attached to "trumpet arm" of the frame 172 as shown, for example, in Fig. 6.
  • the lateral roller 196 may also be brought into contact with a separate fixed ramp in order to provide an upward stabilizing force 198, Fig. 9. Without this stabilizing force, application of the downward force 194 to the compression roller 210 might cause the entire grip mechanism 170, hanger 162 and carrier 144 to pivot in the direction 207 about the rope 20 instead of causing the pivot arm 200 to pivot relative to the frame 172.
  • grip mechanism 170 may further include a pair of principal rollers 220, 222 rotatably attached to the frame 172, as shown.
  • Principal rollers 220, 222 may be provided in order to support the carrier 144 (e.g., on the rail 80, Fig. 4) after it has been detached from the rope 20.
  • a friction plate 224 may be attached to the frame 172 of the grip mechanism 170, as shown. Friction plate 224 may be provided for engagement with a supplementary drive means for accelerating, decelerating or maintaining movement of the carrier 144 after it has be detached from the rope 20 in a manner as will be described in further detail herein.
  • grip mechanism 170 is provided for exemplary purposes only. In actual use, any type of detachable grip mechanism could alternatively be used.
  • the speed of the rope 20 may be varied in order to optimize performance.
  • the rope 20 may be operated at one of at least two different speeds - a relatively fast cruising speed and a relatively slow terminal speed
  • the relatively slow terminal speed is used when one or more trains (e.g., the train 142, Fig. 1) is either entering or exiting a station, i.e., when one or more trains is being either detached or attached to the rope 20.
  • the relatively fast cruising speed is used at all other times, except when the system is accelerating or decelerating between the relatively slow and relatively fast speeds.
  • a relatively slow terminal speed for detach/attach operations allows for a relatively simplified and less expensive station design (compared, for example to a high-speed detach/attach operation as might be used in a typical detachable chairlift or gondola lift operation).
  • the use of the relatively fast cruising speed provides for optimization of operation since the system need only run at the slow speed during periods of time when attach/detach operations are being carried out.
  • a train of carriers parked at a station will be reattached to the rope 20 only when another train reaches the station.
  • the arriving train may be detached from the rope 20 at the same time that the previously parked train is being attached to the opposite portion of the rope 20. Further, this process is repeated at the same time at all active terminals on the system.
  • a train 140 may be parked at the terminal 90 and a train 128 parked at the terminal 60.
  • the train 120 including, for example individual carriers 122, 124, 126) will arrive at the terminal 90 at the same time that the train 142 (including, for example, the individual carriers 144, 146, 148) arrives at the terminal 60.
  • the train 120 is being detached from the rope second portion 40 at the terminal 90
  • the train 142 is being detached from the rope first portion 30 at the terminal 60
  • the train 140 is being reattached to the rope first portion 30 at the terminal 90
  • the train 128 is being reattached to the rope second portion 40 at the terminal 60.
  • the system 10 has been described having two active end terminals 60, 90, there could be other active terminals on the system where loading and unloading may take place, i.e., intermediate terminals located between the end terminals 60 and 90. If such active intermediate terminals are used, then they will operate in the same synchronous manner with respect to the terminals 60 and 90, in a manner as described above. Generally, the system will include two additional trains for each additional intermediate terminal. These additional trains will be parked in the intermediate terminal until the next online trains reach the intermediate terminal to take the place of the parked trains as the parked trains depart.
  • Passive terminals are generally used in order to provide angle on the line (in other words, to allow the rope 20 to follow a path other than a straight line between the two end terminals).
  • An angle station of this type generally requires one set of attach and detach mechanisms on both legs of the turn as well as two transit rails. This is because detachable grip mechanisms, such as the grip mechanism 170 discussed herein, generally cannot remain attached to the rope when the rope travels around a bullwheel or pulley. Accordingly, the carriers on each side of the line must be detached, transported around the angle on a rail (similar to the rail 80, Fig. 4) and then reattached to the rope.
  • the system 10 is a two terminal layout (as shown in Fig. 1) having a first terminal 60 with the bullwheel 62 and a second terminal 90 with the bullwheel 92.
  • the distance between the axis of rotation 64 of the bullwheel 62 and the axis of rotation 92 of the bullwheel 90 is 603 meters.
  • the relatively high cruising speed of the rope 20 is 5 meters per second.
  • the relatively low terminal speed of the rope 20 is 1 meter per second.
  • the acceleration and deceleration rate for the rope is 0.5 meters per second per second.
  • the length "A" of the detach mechanism 66 and of the attach mechanism 68 (Fig. 2) is 7 meters.
  • the distance "B" from the front of the detach and attach mechanisms 66, 68 to the bullwheel axis 64 is 4 meters.
  • the prior information applies to the terminal 90 as well.
  • the number of trains on the system is 6 (although, for purposes of illustrative clarity, only 4 are shown in the drawings). Generally, at any given time, 4 of these will be “active”, i.e., attached to and moving with the rope 20 and 2 will be “passive”, i.e., disconnected from the rope 20 and stationary at one of the stations. There are 3 carriers per train. Each carrier can carry up to 8 passengers. The distance between two carriers in a train is 3 meters.
  • a first rope portion deceleration zone "D" is defined on the first portion 30 of the rope 20 and extends between a point 230 and a point 232, as shown.
  • a first rope portion cruising (relatively high) speed zone “C” is defined extending from the beginning of the deceleration zone “D” (i.e., the point 230) to the end of the acceleration zone (not shown) of the opposite terminal 90.
  • a second rope portion terminal (relatively low) speed zone “E” is defined on the second portion 40 of the rope 20 and extends between a point 234 and a point 236, as shown.
  • a second rope portion acceleration zone “F” is defined on the second portion 40 of the rope 20 and extends from the end of the terminal speed zone “E” (i.e., the point 236) to a point 238.
  • a second rope portion cruising (relatively high) speed zone “G” is defined extending from the end of the acceleration zone “F” (i.e., the point 238) and the beginning of the deceleration zone (not shown) of the opposite terminal 90.
  • the terminal 90 may be include a similar, but reversed, configuration (e.g., for the terminal 90, the acceleration zone “F” is on the rope first portion 30 and the deceleration zone “D" is on the rope second portion 40).
  • the point 230 may be located at a distance of 28 meters from the bullwheel axis 64.
  • the point 232 (which coincides with the front end of the detach mechanism 68) may be located at a distance of 4 meters from the bullwheel axis 64.
  • the deceleration zone D extends for a distance of 24 meters.
  • the point 234 (which coincides with the front end of the attach mechanism 66) may be located at a distance of 4 meters from the bullwheel axis 64.
  • the point 236 may be located at a distance of 10 meters and the point 238 at a distance of 34 meters from the axis 64. Accordingly, the terminal (relatively slow) speed zone "E" extends for a distance of 6 meters and the acceleration zone "F” extends for a distance of 24 meters, beyond the end of the terminal (relatively slow) speed zone "E".
  • the three carriers 130, 132, 134 of the train 128 are stopped in front of the loading/unloading platform 70 in terminal 60 supported by the rail 80. ln this position, passengers may load into or unload from the carriers.
  • the terminal conveyor system is idle.
  • the rope 20 is running at 5 meters per second; accordingly, the train 142 (Fig. 11) is approaching terminal 60 at the cruising (relatively high) speed of 5 meters per second.
  • the train 142 enters the deceleration zone "D". At this point, the rope begins to decelerate at a rate of 0.5 meters per second per second.
  • the rope 20 reaches the (relatively slower) terminal speed of 1 meter per second when the first carrier 144 of the train 142 reaches the point 232, Fig. 2 (i.e., a distance of 4 meters from the axle 64) which is also the entrance of the detach mechanism 68, as shown in Fig. 11.
  • the terminal conveyor system of terminal 60 is put into motion at an acceleration rate of 0.5 meters per second per second to reach the terminal (relatively slow) speed of 1 meter per second.
  • This causes the first carrier 130 of the train 128 to reach the point of entrance of the attach mechanism 66 at the same time that the first carrier 144 of the train 142 reaches the entrance to the detach mechanism 68, as shown in Fig. 11.
  • the first carrier 144 of the train 142 is detached from the rope 20 via the detach mechanism to reach the position indicated in Fig. 12.
  • the detach operation involves the grip mechanism 170, Fig. 6, of the carrier 144 coming into contact with the ramp 100 (Fig. 4) of the grip opening mechanism 68.
  • movement of the carrier 144 relative to the ramp 100 causes the ramp 100 to apply a downward force 194 (Fig. 9) to the compression roller 210 of the grip mechanism 170.
  • the grip mechanism lateral roller 196 comes into contact with another contact surface (not shown) in order to provide an upward stabilizing force 198.
  • the downward force 194 on the compression roller 210 causes the grip mechanism lever arm 200 to pivot in the direction 207 (Fig. 9), thus causing the movable jaw 208 located at the opposite end of the lever arm 200 to also pivot in the direction 207 and move out of contact with the rope 20.
  • the principal rollers 220, 222 Fig.
  • the rail 80 includes an initial lower portion 104 and a raised portion 106 which is vertically elevated relative to the lower portion 104.
  • the rail transitions from the lower portion 104 to the raised portion 106, beginning at about the point 107 (the opposite end of the rail, adjacent the detach mechanism 66 includes a similar structure).
  • the principal rollers 220, 222 of the grip mechanism 170 reach the point 107 after which continued movement of principal rollers along the rail 80 causes the grip mechanism 170 to lift off of the rope 20.
  • the grip mechanism compression roller 210 moves out of contact with the ramp 100, allowing the moveable jaw 208 to return to its closed position (without the rope being present) due to the action of the springs 216, 218.
  • the first carrier 144 is then driven for 10 seconds by the terminal conveyor along the rail 80 to its loading/unloading location in front of the loading/unloading platform at a distance of 9 meters from the end of the detach mechanism 68 as shown in Fig. 15. It is noted that, when moving along the rail 80, movement of the carriers is stabilized due to contact between the carrier bumper rails (e.g., the bumper rail 136 of the carrier 144, Fig. 3) and the outer and inner floor guides 108, 114, Fig. 4.
  • the carrier bumper rails e.g., the bumper rail 136 of the carrier 144, Fig. 3
  • the same procedure begins for the second carrier 146. Specifically, the second carrier 146 is driven for 7 seconds until it is detached from the rope 20 via the detach mechanism 68 to reach the position indicated in Fig. 13. The terminal conveyor system then transits the second carrier 146 to a position 6 meters from the end of the detach mechanism 68, as shown in Fig. 15.
  • the same procedure occurs again for the third carrier 148.
  • the third carrier 148 is driven for 7 seconds until it is detached from the rope 20 via the detach mechanism to reach the position indicated in Fig. 14.
  • the terminal conveyor system then transits the third carrier 148 to a position 3 meters from the end of the detach mechanism 68, as shown in Fig. 15. Loading and/or unloading of the train 142 may then be carried out.
  • the first carrier 144 of the train 142 reaches the entrance to the detach mechanism 68 (as described above)
  • the first carrier 130 of the train 128 reaches the entrance to the attach mechanism 66 and is attached to the rope 20 (this takes 7 seconds) and then carried by the rope 20 at a speed of 1m/s for 6 seconds.
  • the attach operation is essentially the reverse of the process described above with respect to the detach operation.
  • the grip mechanism of the carrier 130 comes into contact with a ramp (not shown) of the attach mechanism 66.
  • the grip mechanism compression roller similar to the compression roller 210, Fig. 6
  • the attach mechanism ramp causes the moveable jaw (similar to the jaw 208, Fig. 6) to move to its open position.
  • the grip mechanism of the carrier 130 is then lowered onto the rope due to the contour of the rail 80.
  • the compression roller of grip mechanism moves out of contact with the attach mechanism ramp, allowing the moveable jaw to return to its closed position thus securely gripping the rope 20.
  • the grip mechanism and, accordingly, the entire carrier 130 is again fully supported and driven by the rope.
  • the last carrier (third carrier 134) of the first train 128 has been secured onto the rope
  • the last carrier (third carrier 148) of the second train 142 has also been completely released from the rope 20.
  • the front of the first train 128 i.e., the first carrier 130
  • the wire rope begins to accelerate at a rate of 0.5 meters per second per second for 8 seconds to reach its cruising (relatively high) speed of 5 meters per second.
  • the rope 20 reaches its cruising speed as the first carrier 130 reaches the point 238.
  • the rope 20 After reaching its cruising (relatively high) speed, the rope 20 will run at that speed for the next 48 seconds. At this point, the first carrier of the next train will reach the point 230 (Fig. 2) and the cycle will be repeated. During this 48 second run time, the train 142 may be loaded and/or unloaded without interfering with the high-speed operation of the system.
  • the system described in the above example uses a total of 6 trains - four active two passive. It is calculated that the system described in the above example would be capable of conveying 1123 people per hour; whereas, a traditional pulse system (as previously discussed) with the same configuration (layout, speed, carrier size, etc.) would be capable of conveying only an estimated 591 people per hour (it is noted that the traditional pulse system would have total of four trains, all of which are active, since the traditional pulse system does not use inactive trains). Accordingly, the system 10 described herein provides significantly improved capacity. The system 10 also allows for substantial reduction of the travel time between terminals relative to a traditional pulse system. Again, given the example set forth herein, the travel time between terminals for the system 10 is calculated to be about 2 minutes and 34 seconds. It is estimated that the travel time for a traditional pulse system having the same configuration would be about 4 minutes and 52 seconds.
  • the timing of the system 10, as described herein, may be controlled by an electronic control device, e.g., a conventional computer or PLC.
  • the location of the trains on the system may, for example be tracked by various sensors as will readily be understood by one of ordinary skill in the art.
  • the system 10 described herein provides greatly increased capacity because the attach/detach (relatively slow) terminal speed is only used during a short period, to detach and simultaneously attach the carriers. In a traditional pulsed transport system, on the other hand, the slower terminal speed must be used for a much longer period of time - i.e., the entire time necessary to load and unload passengers and/or cargo.
  • the system described herein also allows for more compact and less expensive terminals relative to a conventional detachable carrier system due, primarily, to the fact that the present system 10 allows attach/detach operations to be carried out at a slower speed.
  • system 10 has been described herein primarily as a system for transporting people, the system could alternatively be used to transport luggage, cargo, supplies, etc.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Ropes Or Cables (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Chain Conveyers (AREA)
EP06016213A 2005-08-09 2006-08-03 Méthode d'exploitation pour un téléphérique débrayable Withdrawn EP1752352A3 (fr)

Applications Claiming Priority (2)

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US70707105P 2005-08-09 2005-08-09
US11/335,242 US20070034105A1 (en) 2005-08-09 2006-01-18 Aerial ropeway transport methods

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EP1752352A2 true EP1752352A2 (fr) 2007-02-14
EP1752352A3 EP1752352A3 (fr) 2008-05-28

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EP1980466A1 (fr) * 2007-04-13 2008-10-15 Pomagalski SA. Procédé de gestion d'une installation de transport par câble aérien et installation pour la mise en oeuvre du procédé
US7559281B2 (en) * 2006-04-10 2009-07-14 Pomagalski Sa Transport installation with aerial rope conveying chairs and gondola cars
FR2970929A1 (fr) * 2011-01-31 2012-08-03 Pomagalski Sa Installation de transport a cable a regroupement de vehicules, et son procede de pilotage
CN103707891A (zh) * 2012-10-04 2014-04-09 波马加尔斯基公司 用于监控缆索升降机终点站中车辆的运动的方法和设备
AT515370A1 (de) * 2014-01-24 2015-08-15 Wopfner Kurt Klemmvorrichtung für eine Seilumlaufbahn
EP3299243B1 (fr) 2016-09-21 2019-05-29 LEITNER S.p.A. Système de transport de passagers par câble
WO2021170598A1 (fr) * 2020-02-26 2021-09-02 Innova Patent Gmbh Téléphérique à stabilisation de cabine
RU2787420C1 (ru) * 2020-02-26 2023-01-09 Иннова Патент Гмбх Канатная дорога, имеющая стабилизацию кабин

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AT503502A3 (de) * 2006-03-23 2010-07-15 Innova Patent Gmbh Verfahren zum betrieb einer seilbahnanlage und seilbahnanlage
FR2899191B1 (fr) * 2006-04-04 2008-05-30 Denis Creissels Consultant Sar Installation de telecabines automatiques
ATE518714T1 (de) * 2008-07-24 2011-08-15 Innova Patent Gmbh Seilbahnanlage
ITMI20130308A1 (it) * 2013-02-28 2014-08-29 Rolic Internat S A R L Scambio per un impianto di trasporto a fune
CN105818818B (zh) * 2016-03-31 2020-06-30 河南理工大学 自动感应式控速猴车装置
EP3551518B1 (fr) * 2016-12-12 2021-02-03 Ropetrans AG Procédé permettant de faire fonctionner une installation de téléphérique et installation de téléphérique servant à la mise en uvre de ce procédé de fonctionnement
US11161527B2 (en) * 2017-08-25 2021-11-02 Jonathan Sutter Cart conveyor assembly
IT201800000833A1 (it) * 2018-01-12 2019-07-12 Leitner Spa Stazione per un impianto di trasporto a fune, impianto di trasporto a fune comprendente tale stazione e metodo di azionamento di tale impianto di trasporto a fune
WO2021199059A1 (fr) * 2020-03-30 2021-10-07 Umeandus Technologies India Pvt. Ltd. Système et procédé de commande de fret et de logistique

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FR2571675A1 (fr) * 1984-10-15 1986-04-18 Pomagalski Sa Installation de transport a cable aerien a plusieurs sections
FR2583363A1 (fr) * 1985-06-14 1986-12-19 Pomagalski Sa Installation de transport a cable aerien a espacement reduit des cabines en station
EP0491632A1 (fr) * 1990-12-18 1992-06-24 Pomagalski S.A. Télécabine ou télésiège débrayable à deux boucles de câble
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Publication number Priority date Publication date Assignee Title
US7559281B2 (en) * 2006-04-10 2009-07-14 Pomagalski Sa Transport installation with aerial rope conveying chairs and gondola cars
EP1980466A1 (fr) * 2007-04-13 2008-10-15 Pomagalski SA. Procédé de gestion d'une installation de transport par câble aérien et installation pour la mise en oeuvre du procédé
FR2914895A1 (fr) * 2007-04-13 2008-10-17 Pomagalski Sa Procede de gestion d'une installation de transport par cable aerien et installation pour la mise en oeuvre du procede.
FR2970929A1 (fr) * 2011-01-31 2012-08-03 Pomagalski Sa Installation de transport a cable a regroupement de vehicules, et son procede de pilotage
WO2012104508A1 (fr) 2011-01-31 2012-08-09 Pomagalski Installation de transport à câble à regroupement de véhicules, et son procédé de pilotage
CN103707891B (zh) * 2012-10-04 2017-05-24 波马加尔斯基公司 用于监控缆索升降机终点站中车辆的运动的方法和设备
CN103707891A (zh) * 2012-10-04 2014-04-09 波马加尔斯基公司 用于监控缆索升降机终点站中车辆的运动的方法和设备
AT515370A1 (de) * 2014-01-24 2015-08-15 Wopfner Kurt Klemmvorrichtung für eine Seilumlaufbahn
AT14929U1 (de) * 2014-01-24 2016-08-15 Wopfner Kurt Klemmvorrichtung für eine Seilumlaufbahn
EP3299243B1 (fr) 2016-09-21 2019-05-29 LEITNER S.p.A. Système de transport de passagers par câble
WO2021170598A1 (fr) * 2020-02-26 2021-09-02 Innova Patent Gmbh Téléphérique à stabilisation de cabine
AT523619A1 (de) * 2020-02-26 2021-09-15 Innova Patent Gmbh Seilbahn mit Kabinenstabilisierung
CN115151471A (zh) * 2020-02-26 2022-10-04 创新专利有限公司 带有轿厢稳定功能的索道
RU2787420C1 (ru) * 2020-02-26 2023-01-09 Иннова Патент Гмбх Канатная дорога, имеющая стабилизацию кабин
CN115151471B (zh) * 2020-02-26 2023-11-14 创新专利有限公司 带有轿厢稳定功能的索道
AT523619B1 (de) * 2020-02-26 2024-06-15 Innova Patent Gmbh Seilbahn mit Kabinenstabilisierung

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