EP1845004B1 - Overhead cable transport installation carrying seats and cabins - Google Patents

Overhead cable transport installation carrying seats and cabins Download PDF

Info

Publication number
EP1845004B1
EP1845004B1 EP07354017A EP07354017A EP1845004B1 EP 1845004 B1 EP1845004 B1 EP 1845004B1 EP 07354017 A EP07354017 A EP 07354017A EP 07354017 A EP07354017 A EP 07354017A EP 1845004 B1 EP1845004 B1 EP 1845004B1
Authority
EP
European Patent Office
Prior art keywords
section
vehicle
rate regulating
vehicles
rate
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.)
Active
Application number
EP07354017A
Other languages
German (de)
French (fr)
Other versions
EP1845004A1 (en
Inventor
Jean-Paul Huard
Nicolas Revenant
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
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 Pomagalski SA filed Critical Pomagalski SA
Priority to PL07354017T priority Critical patent/PL1845004T3/en
Publication of EP1845004A1 publication Critical patent/EP1845004A1/en
Application granted granted Critical
Publication of EP1845004B1 publication Critical patent/EP1845004B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00
    • B61B12/02—Suspension of the load; Guiding means, e.g. wheels; Attaching traction cables
    • B61B12/022—Vehicle receiving and dispatching devices
    • 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 document AT-U-006 736 describes a device according to the preamble of claim 1.
  • vehicles entering a embarkation / disembarkation station are braked along the retarding section by means of the retarder device, after the clamps supporting the vehicles are disengaged from the aerial cable.
  • the vehicles then travel along the reduced speed contour section by means of a drive device generally equipped with pneumatic tires.
  • the vehicles are supported in the acceleration section by a launcher device in order to achieve a speed corresponding to the speed of travel of the cable.
  • the vehicles are reconnected to the cable by clutching the clamps on the cable.
  • a downstream station is provided with a first place of embarkation / disembarkation in the cabins and a second location of embarkation on the seats, distributed along the transfer circuit according to the direction of movement of the vehicles.
  • the driving speed along the boarding / unloading location in the cabins is very low, of the order of 0.25 m / s, while the latter is increased along the location of boarding on the seats up reach approximately 1 m / s.
  • the speed of travel of the aerial cable is in the order of 5 m / s, which guarantees a high flow rate of the installation.
  • An upstream station has an inverted configuration, with a landing location seats and a boarding / unloading location in the cabins, these two locations being distributed along the transfer circuit in the direction of movement of the vehicles.
  • the vehicles, seats and cabins, are arranged along the cable in a predetermined combination and timing. In operation, this combination remains the same in the embarkation / disembarkation stations because the vehicles all run on a single lane.
  • the timing is chosen such that the vehicles have between them an equal time interval. This time interval is identical at the station and along the cable. As the speed of travel of the cable is much higher than the speed of drive station vehicles, they are much closer to each other station than along the cable.
  • the minimum value of the time interval between two vehicles is conditioned by the necessary physical distance between these two vehicles to avoid their buffering in the corner of the slowest part of the contour section, which would be dangerous for persons outside the vehicles. vehicles and uncomfortable for on-board users.
  • the minimum time interval is 8.7 s for a minimum drive speed of 0.25 m / s.
  • the maximum value of this flow is related to the minimum value of the time interval, station, between two successive vehicles.
  • the minimum value of the time interval results from a compromise chosen large enough to take account of the larger size of a cabin relative to that of a seat.
  • the minimum value of the time interval between successive vehicles is established according to the necessary physical distance between a seat and a cabin to avoid their buffering in the bend of the slowest part of the contour section.
  • the diversity of combination of vehicles is very limited if one wishes to maintain a correct user flow.
  • the object of the invention is to overcome the above disadvantages by proposing an aerial cable transport installation of the type mentioned above, which ensures an increased user speed and which improves the combination diversity of the vehicles.
  • the clocking section is equipped with a clocking means capable of varying the travel time of said clocking section by the cabins and the seats, to impose a first predetermined rate of travel of the cabins and a second predetermined rate of scrolling of the seats.
  • This arrangement makes it possible to adapt the time interval between two successive vehicles of the same type as a function of the necessary physical distance between two vehicles of the same type to avoid their buffering in the corner of the slowest part of the section. of outline.
  • the cabins are further apart while the seats are closer together, compared to the constant timing of the prior art that resulted from a compromise.
  • the timing section imposes a third predetermined rate of travel to a vehicle traveling on said timing section, when the preceding vehicle, seen in the direction of travel, is of a different type of said vehicle, the third rate predetermined amount being between the first and second predetermined rates.
  • the time interval between a seat and a cabin is optimized to avoid their buffering in the bend of the slowest part of the contour section.
  • a timing section according to the invention therefore aims to optimize the time interval between two successive vehicles based on the physical distance just needed between these two vehicles, depending on their respective type, to avoid their buffering in the turn of the slowest part of the contour section.
  • an aerial cable 10 of a transport installation extends in a closed loop between two loading / unloading stations 11, 12, respectively downstream and upstream, passing through the stations on main pulleys 13 whose a motor drives the cable 10 continuously.
  • the cable 10 supports cabins 14 and seats 15 coupled by detachable clips and staggered along the cable in a predetermined combination.
  • the transport facility may comprise other intermediate stations provided along the rising channels 16 and 17 of the descending cable 17 for the loading and / or unloading of the passengers in the vehicles 14, 15.
  • a retarder device 19 brakes the vehicles 14, 15 uncoupled from the cable 10, while at the exit a launcher device 20 re-accelerates them at a speed equal to that of the cable to allow a re-coupling to the cable 10 smoothly.
  • the retarder 19 and launcher 20 devices each consist of a tire wheel train staggered along a section of the transfer circuit 18, respectively A slowdown and acceleration B, to cooperate by friction with a track of friction carried by the clamps of the vehicles 14, 15.
  • the wheels of the retarder devices 19 and launcher 20 are coupled by means of belts engaged on auxiliary pulleys coaxially mounted to the wheels.
  • Each wheel is secured to two auxiliary pulleys, each cooperating respectively with a belt, one of the belts engaging on one of the auxiliary pulleys of one of the adjacent wheels and the other of the belts cooperating with one of the auxiliary pulleys on the other side of the adjacent wheels.
  • at least one of the wheels of each of the devices 19 and 20 can be connected via a belt to a power take-off derived from the cable 10 or the pulley 13.
  • Such devices are well known and it is useless to describe them in more detail.
  • the slowdown sections A and acceleration B are connected by a contour section C along which the vehicles 14, 15 circulate continuously at reduced speed by means of a drive device 21 consisting of wheel trains 22 with pneumatic tires.
  • the drive device 21 of the contour section C is subdivided into three successive sections, each delimiting an elementary section S1, S2, S3, and which can have differential drive speeds.
  • the wheels 22 of the semi-circle portion of the contour portion C, within a same section, are driven in synchronism with each other by idle gears 23 ( figure 4 ) interposed between transmission gears 24 mounted coaxially with the wheels 22.
  • the rest of the wheels 22 of the contour section C, within the straight portion of the same section S1 or S3, are driven together in a manner similar to the Wheels of the retarder 19 and launcher 20 devices.
  • the section which delimits the section S2 consists of five wheels 22 and separated from the two Other sections by the removal of an idler gear 23.
  • One of the wheels 22 of the section delimiting the section S1 is rotated by one of the wheels of the retarding section A.
  • one of the Wheels 22 of the section delimiting the section S3 is rotated by one of the wheels of the acceleration section B.
  • a variable speed motor 25 ( figure 4 ) drives a transmission belt 26 stretched between two pulleys, one of which is mounted coaxially with one of the idle gears 23.
  • a loading / unloading quay 27 in the cabins 14 is arranged along the sections S1 and S2.
  • the speed of movement of the vehicles 14, 15 in the sections S1 and S2 is very small, for example of the order of 0.25 m / s.
  • a boarding location 28 on the seats 15 is arranged coincidentally with the area swept by the seats 15 along the section S3, to allow skiers from an access gate 29 to sit on the seats 15.
  • the speed of movement of the vehicles 14, 15 at the boarding location 28 is of the order of 1 m / s. To reach this speed, the vehicles 14, 15 are accelerated identically on the section S3 from the exit of the section S2.
  • the vehicles 14, 15 traveling in the upstream loading / unloading station 12 ( figure 3 ) first encounter a landing location 30 of the seats 15 and then skirt a loading / unloading platform 27 in the cabins 14, these two locations 27, 30 being distributed along the transfer circuit of the upstream station 12 in the direction moving vehicles 14, 15.
  • the motor 25 which drives the five wheels 22 of the section delimiting the section S2 is controlled by a control unit 31, for example an automaton, which can provide other functions, in particular control and monitoring of the entire installation.
  • the control unit 31 receives a passage signal 32 representative of the passage of the vehicles 14, 15, provided by a presence sensor 33, arranged along the section S1 and providing a pulse for each passage of a vehicle 14, 15. It also receives a selection signal 34 coming from a detection means 35 provided upstream of the section S2, arranged at a predetermined location between the retarding section A and the section S2, and capable of determining the type of vehicle 14, 15. penetrating into an associated zone, that is to say to allow the recognition of a seat 15 or a cabin 14.
  • the control unit 31 also receives a clock signal 36, emitted by a detector (no shown) cooperating with the pulley 13 and emitting pulses synchronized with the running of the cable 10.
  • the output of the control unit 31 delivers a control signal 37 to the motor 25 so as to provide a suitable control of the motor 25 for a cadencem predetermined manner of the vehicles 14, 15 at the output of the section S2, as will be described later.
  • the section S2 is called S2 timing section.
  • the synchronizer section S2 operates as follows: a vehicle, whether cabin type 14 or seat type 15, entering the downstream station 11 is uncoupled from the overhead cable 10 and rolls along the circuit transfer 18 being propelled by the pneumatic wheels of sections A, C, then B.
  • the wheels of the slowing section A brake the vehicle 14, 15, while the following wheels 22 of the section S1 move it along the platform 27 until reaching the detection means 35, arranged along the section S1 at the input of the timing section S2.
  • the passage of the vehicle 14, 15 in the detection zone associated with the detection means 35 generates a selection signal 34, which is transmitted to the control unit 31.
  • the latter furthermore comprises a recording memory of the signaling signals. selection 34.
  • the control unit 31 determines the type of vehicle 14, 15 which is about to enter the timing section S2 and the type of vehicle 14, 15 above, seen in the direction of travel, which has partially or completely traveled the timing section S2. On the basis of these data, the control unit 31 determines the theoretical time interval which will have to separate, at the output of the clocking section S2, the vehicle 14, 15 about to enter the clocking section S2 and the vehicle 14, Previous 15
  • the theoretical time interval separating two successive vehicles 14, 15 at the output of the clocking section S2 is such that the physical distance between them corresponds to the distance required, related to their respective type, to avoid their buffing in the bend of the part la
  • the required distances between two successive vehicles 14, 15, according to their respective type, are pre-recorded in the control unit 31.
  • the control unit 31 determines the drive speeds provided by the driving device 21 along the sections S1 and S2, that is to say at the places where the driving speed is the lowest and where the vehicles 14, 15 are turning.
  • the establishment relationships of the theoretical intervals as a function of the drive speeds are pre-recorded in the control unit 31.
  • the drive speeds are determined by the control unit 31 from the clock signal 36.
  • the vehicle 14, 15 then passes in front of the presence sensor 33 which sends a passage signal 32, generally in the form of a pulse, to the control unit 31 which incorporates a counting means of the time elapsed between two successive crossing signals 32.
  • the control unit 31 thus establishes the real time interval which separated said vehicle 14, 15 and the preceding vehicle 14, 15 before said preceding vehicle 14, 15 traverses the clocking section S2.
  • control unit 31 is able to detect any deviation due to unavoidable offsets that may appear during operation (braking and braking conditions).
  • different acceleration of a vehicle 14, 15 to another, variable loading of vehicles 14, 15, variable climatic conditions The difference is determined before the vehicle 14, 15 approaches the timing section S2.
  • control unit 31 provides the speed control of the variable speed motor 25, via a control signal 37 adapted, in such a way that the travel time of the vehicle 14, 15 is modulated to compensate for the difference determined above.
  • the timer section S2 is equipped with a timer means constituted by the control unit 31, the presence sensor 33, the detection means 35, the variable speed motor 25, the detector delivering the clock signal. 36.
  • the above-mentioned clocking means is capable of varying the travel time of the clocking section S2 by the cabins 14 and by the seats 15, to impose a differential timing with a first predetermined rate of scrolling of the cabins. 14 and a second predetermined rate of movement of the seats 15.
  • the timing section S2 imposes a third predetermined rate of travel to a vehicle 14, 15 traversing said timing section S2, when the vehicle 14, 15 preceding is a different type of said vehicle 14, 15, the third predetermined rate being between the first and second predetermined rates.
  • the first, second and third predetermined rates correspond to a time interval between a vehicle 14, 15 coming out of the timing section S2 and the preceding vehicle, seen in the direction of travel.
  • the time interval to be obtained at the output of S2 timing section relative to the previous vehicle is determined by the control unit 31 before the journey of the timing section S2 by said vehicle, depending on the type of said vehicle and the type of said previous vehicle.
  • the predetermined rates are modulated according to the speed of the overhead cable 10 via the clock signal 36.
  • This arrangement makes it possible to adapt the time interval between two successive vehicles 14, 15 of the same type as a function of the necessary physical distance between two vehicles of the same type in order to avoid their being plugged in the sections S1 and S2.
  • the staggering combination of the vehicles 14, 15 on the overhead cable 10 can be customized as desired.
  • the cabins 14 are further apart than the seats 15 between them.
  • the time interval between two seats 15 is represented t1 on the Figures 2 and 3 .
  • the time interval between a seat 15 and a cabin 14 is optimized to avoid their buffering in sections S1 and S2. This time interval is represented t2 on the Figures 2 and 3 .
  • t1 and t2 are respectively in the example of the order of 7.2 s and 8.64 s.
  • the time interval (not shown) between two successive cabins 14 is, in turn, of the order of 12 s.
  • t1 is such that the first two seats 15 are very close in the turn of the section S1.
  • t2 is chosen so that a seat 15 and a cabin 14 are very close in the last turn of the contour section of the loading / unloading station 12.
  • a timing section S2 makes it possible to increase the user flow rate by optimizing the time interval between two successive vehicles 14, 15 as a function of the physical distance just needed between these two vehicles 14, 15, depending on the of their respective type, to avoid their buffering in sections S1 and S2.
  • the length of the section S2 timer is chosen to be sufficient to compensate for the maximum deviations that may occur.
  • the rate associated with a vehicle 14, 15 is restored at each passage of the timing section S2.
  • the invention is not limited to the embodiment described. It can be applied to different types of timers, the mode of implementation to be adapted to the type of timer used.
  • the clocking section S2 can be arranged at any point in the transfer circuit 18. With appropriate management of the memory of the control unit 31, the detection means 35 can be arranged at any point in the trajectory of the vehicles 14 , 15 on the entire transport facility.
  • the shape of the contour section C may be any and reproduce, for example, the teachings of the requests for French patents FR-A-2 882 321 and FR-A-2,854,116 to further increase the flow of users.
  • the individual drive means of the sections delimiting the sections S1 and S3 may consist of independent variable speed motors, for example controlled by the control unit 31.
  • the mechanical drive of the vehicles 14, 15 can be achieved by any other suitable means along the slowing section A, the acceleration section B, and the sections delimited by the sections S1 and S3 of the drive device 21, for example by external cleated belts.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Installation Of Indoor Wiring (AREA)
  • Body Structure For Vehicles (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Electric Cable Arrangement Between Relatively Moving Parts (AREA)
  • Tents Or Canopies (AREA)
  • Laying Of Electric Cables Or Lines Outside (AREA)

Abstract

The installation has a transfer circuit (18) connecting an up-line (16) and a down-line (17) of an overhead cable (10) with slowdown and acceleration sections (A, B) connected by a contour section (C). A spacer section (S2) is arranged in the circuit for separating cabins (14) and seats (15). The spacer section has a spacer unit constituted of a presence sensor, variable speed motor and a controller receiving a clock signal from a detector. The unit varies travel time of the spacer section by the cable and the seats for providing preset running spaces of the cabins and the seats.

Description

Domaine technique de l'inventionTechnical field of the invention

L'invention concerne une installation de transport à câble aérien à défilement continu, supportant des véhicules composés de sièges et de cabines accouplés par des pinces débrayables et échelonnés le long du câble selon une combinaison et un cadencement prédéterminés, ledit câble s'étendant en boucle fermée entre deux poulies, avec une voie montante et une voie descendante, ladite installation ayant des stations d'embarquement/débarquement prévues au moins aux extrémités desdites voies, au moins l'une des stations d'embarquement/débarquement comportant :

  • des moyens de débrayage, à l'entrée, pour désaccoupler les pinces et le câble,
  • des moyens d'embrayage, à la sortie, pour réaccoupler les pinces et le câble,
  • un circuit de transfert reliant les voies montante et descendante du câble, avec un tronçon de ralentissement équipé d'un dispositif ralentisseur, un tronçon d'accélération équipé d'un dispositif lanceur, reliés par un tronçon de contour de circulation à vitesse réduite équipé d'un dispositif d'entraînement des véhicules,
  • un premier emplacement d'embarquement/débarquement dans les cabines et un deuxième emplacement d'embarquement ou de débarquement sur les sièges, répartis le long du circuit de transfert
  • et un tronçon cadenceur de circulation continue agencé dans le circuit de transfert pour assurer ledit cadencement des véhicules.
The invention relates to a continuous-moving aerial cable transport system, supporting vehicles composed of seats and cabs coupled by detachable clamps and staggered along the cable in a predetermined combination and timing, said cable extending in a loop closed between two pulleys, with an ascending and descending track, said installation having embarkation / disembarkation stations provided at least at the ends of said tracks, at least one of the embarkation / disembarkation stations comprising:
  • disengagement means, at the entrance, for uncoupling the clamps and the cable,
  • clutch means, at the outlet, for re-coupling the clamps and the cable,
  • a transfer circuit connecting the ascending and descending channels of the cable, with a retarding section equipped with a retarding device, an acceleration section equipped with a launcher device, connected by a low speed circulation contour section equipped with a 'a vehicle driving device,
  • a first place of embarkation / disembarkation in the cabins and a second place of embarkation or disembarkation on the seats, distributed along the transfer circuit
  • and a continuous circulation timing section arranged in the transfer circuit to ensure said timing of the vehicles.

État de la techniqueState of the art

Le document AT-U-006 736 décrit un dispositif conforme au préambule de la revendication 1.The document AT-U-006 736 describes a device according to the preamble of claim 1.

Ce type d'installation permet de répondre simultanément à la demande de deux types d'usagers. Les skieurs sont destinés à être véhiculés sur les sièges, tandis que les cabines assurent le transport des piétons, des enfants ou autres personnes à mobilité réduite. Parallèlement, la sécurité et le confort sont renforcés pour ces deux types d'usagers, grâce à une bonne adaptation du véhicule en fonction des besoins de chacun.This type of installation makes it possible to respond simultaneously to the request of two types of users. Skiers are intended to be carried on the seats, while cabins transport pedestrians, children or other persons with reduced mobility. At the same time, safety and comfort are reinforced for these two types of users, thanks to a good adaptation of the vehicle according to the needs of each.

Dans ce type d'installation, les véhicules entrant dans une station d'embarquement/débarquement, qu'ils soient du type siège ou du type cabine, sont freinés le long du tronçon de ralentissement grâce au dispositif ralentisseur, après que les pinces soutenant les véhicules sont débrayées du câble aérien. Les véhicules cheminent ensuite le long du tronçon de contour de circulation à vitesse réduite grâce à un dispositif d'entraînement équipé généralement de roues à bandage pneumatique. En sortie du tronçon de contour, les véhicules sont pris en charge dans le tronçon d'accélération par un dispositif lanceur dans le but d'atteindre une vitesse correspondant à la vitesse de défilement du câble. En sortie du tronçon d'accélération, les véhicules sont réaccouplés au câble par embrayage des pinces sur le câble.In this type of installation, vehicles entering a embarkation / disembarkation station, whether of the seat or cabin type, are braked along the retarding section by means of the retarder device, after the clamps supporting the vehicles are disengaged from the aerial cable. The vehicles then travel along the reduced speed contour section by means of a drive device generally equipped with pneumatic tires. At the output of the contour section, the vehicles are supported in the acceleration section by a launcher device in order to achieve a speed corresponding to the speed of travel of the cable. At the exit of the acceleration section, the vehicles are reconnected to the cable by clutching the clamps on the cable.

Classiquement, une station aval est munie d'un premier emplacement d'embarquement/débarquement dans les cabines et un deuxième emplacement d'embarquement sur les sièges, répartis le long du circuit de transfert suivant la direction de déplacement des véhicules. La vitesse d'entraînement le long de l'emplacement d'embarquement/débarquement dans les cabines est très faible, de l'ordre de 0,25 m/s, tandis que celle-ci est augmentée le long de l'emplacement d'embarquement sur les sièges jusqu'à atteindre approximativement 1 m/s. La vitesse de défilement du câble aérien est quant à elle de l'ordre de 5 m/s, ce qui garantit un débit important de l'installation. Une station amont présente une configuration inversée, avec un emplacement de débarquement des sièges puis un emplacement d'embarquement/débarquement dans les cabines, ces deux emplacements étant répartis le long du circuit de transfert suivant la direction de déplacement des véhicules.Conventionally, a downstream station is provided with a first place of embarkation / disembarkation in the cabins and a second location of embarkation on the seats, distributed along the transfer circuit according to the direction of movement of the vehicles. The driving speed along the boarding / unloading location in the cabins is very low, of the order of 0.25 m / s, while the latter is increased along the location of boarding on the seats up reach approximately 1 m / s. The speed of travel of the aerial cable is in the order of 5 m / s, which guarantees a high flow rate of the installation. An upstream station has an inverted configuration, with a landing location seats and a boarding / unloading location in the cabins, these two locations being distributed along the transfer circuit in the direction of movement of the vehicles.

Les véhicules, sièges et cabines, sont disposés le long du câble selon une combinaison et un cadencement prédéterminés. En fonctionnement, cette combinaison reste identique dans les stations d'embarquement/débarquement car les véhicules cheminent tous sur une voie unique. Le cadencement est choisi de telle manière que les véhicules présentent entre eux un intervalle de temps égal. Cet intervalle de temps est identique en station et le long du câble. Comme la vitesse de défilement du câble est nettement supérieure que la vitesse d'entraînement des véhicules en station, ces derniers sont beaucoup plus proches les uns des autres en station que le long du câble. La valeur minimale de l'intervalle de temps entre deux véhicules est conditionnée par la distance physique nécessaire entre ces deux véhicules pour éviter leur tamponnement dans le virage de la partie la plus lente du tronçon de contour, lequel tamponnement serait dangereux pour des personnes extérieures aux véhicules et inconfortable pour les usagers embarqués. A titre d'exemple, l'intervalle de temps minimal est de 8,7 s pour une vitesse d'entraînement minimale de 0,25 m/s.The vehicles, seats and cabins, are arranged along the cable in a predetermined combination and timing. In operation, this combination remains the same in the embarkation / disembarkation stations because the vehicles all run on a single lane. The timing is chosen such that the vehicles have between them an equal time interval. This time interval is identical at the station and along the cable. As the speed of travel of the cable is much higher than the speed of drive station vehicles, they are much closer to each other station than along the cable. The minimum value of the time interval between two vehicles is conditioned by the necessary physical distance between these two vehicles to avoid their buffering in the corner of the slowest part of the contour section, which would be dangerous for persons outside the vehicles. vehicles and uncomfortable for on-board users. By way of example, the minimum time interval is 8.7 s for a minimum drive speed of 0.25 m / s.

Dans ce but, il est connu de prévoir un tronçon cadenceur le long du circuit de transfert de l'une au moins des stations, mais qui impose à sa sortie une cadence régulière de défilement des cabines et des sièges, indépendamment de leur fréquence d'entrée. Ce tronçon cadenceur permet de s'affranchir des décalages inévitables qui apparaissent en cours de fonctionnement, et l'installation peut fonctionner aux conditions optimales, en l'occurrence à débit élevé et régulier.For this purpose, it is known to provide a clocking section along the transfer circuit of at least one of the stations, but which requires at its output a regular rate of movement of the cabins and seats, regardless of their frequency. Entrance. This rhythmic section makes it possible to overcome the inevitable shifts that appear during operation, and the facility can operate at optimal conditions, in this case at high and steady rate.

Mais ces installations connues ne sont pas complètement satisfaisantes en ce qui concerne le débit d'usagers. En effet, la valeur maximale de ce débit est liée à la valeur minimale de l'intervalle de temps, en station, entre deux véhicules successifs. Or la valeur minimale de l'intervalle de temps résulte d'un compromis choisi suffisamment grand pour tenir compte de l'encombrement supérieur d'une cabine par rapport à celui d'un siège. En pratique, la valeur minimale de l'intervalle de temps entre véhicules successifs est établie en fonction de la distance physique nécessaire entre un siège et une cabine pour éviter leur tamponnement dans le virage de la partie la plus lente du tronçon de contour. De plus, il est impossible de configurer l'installation de manière à avoir deux cabines successives sans que cela ne diminue considérablement le débit d'usagers car, dans ce cas, l'intervalle de temps entre véhicules est augmenté. La diversité de combinaison des véhicules est donc très limitée si l'on désire conserver un débit d'usagers correct.But these known installations are not completely satisfactory as regards the flow of users. Indeed, the maximum value of this flow is related to the minimum value of the time interval, station, between two successive vehicles. However, the minimum value of the time interval results from a compromise chosen large enough to take account of the larger size of a cabin relative to that of a seat. In practice, the minimum value of the time interval between successive vehicles is established according to the necessary physical distance between a seat and a cabin to avoid their buffering in the bend of the slowest part of the contour section. In addition, it is impossible to configure the installation so as to have two successive cabins without this greatly reduces the user flow because, in this case, the time interval between vehicles is increased. The diversity of combination of vehicles is very limited if one wishes to maintain a correct user flow.

Objet de l'inventionObject of the invention

L'invention a pour but de pallier aux inconvénients précédents en proposant une installation de transport à câble aérien du type mentionné ci-dessus, qui assure un débit d'usagers augmenté et qui améliore la diversité de combinaison des véhicules.The object of the invention is to overcome the above disadvantages by proposing an aerial cable transport installation of the type mentioned above, which ensures an increased user speed and which improves the combination diversity of the vehicles.

Selon l'invention, ce but est atteint par le fait que le tronçon cadenceur est équipé d'un moyen cadenceur susceptible de varier le temps de parcours dudit tronçon cadenceur par les cabines et par les sièges, pour imposer une première cadence prédéterminée de défilement des cabines et une deuxième cadence prédéterminée de défilement des sièges.According to the invention, this object is achieved by the fact that the clocking section is equipped with a clocking means capable of varying the travel time of said clocking section by the cabins and the seats, to impose a first predetermined rate of travel of the cabins and a second predetermined rate of scrolling of the seats.

Cette disposition permet d'adapter l'intervalle de temps entre deux véhicules successifs d'un même type en fonction de la distance physique nécessaire entre deux véhicules d'un même type pour éviter leur tamponnement dans le virage de la partie la plus lente du tronçon de contour. Ainsi, il devient possible de prévoir des trains de cabines successives sans que cela n'abaisse considérablement le débit d'usagers. Les cabines sont plus éloignées entre elles tandis que les sièges sont plus rapprochés entre eux, par rapport au cadencement constant de l'art antérieur qui résultait d'un compromis.This arrangement makes it possible to adapt the time interval between two successive vehicles of the same type as a function of the necessary physical distance between two vehicles of the same type to avoid their buffering in the corner of the slowest part of the section. of outline. Thus, it becomes possible to provide successive cab trains without this significantly reducing the flow of users. The cabins are further apart while the seats are closer together, compared to the constant timing of the prior art that resulted from a compromise.

Selon un développement de l'invention, le tronçon cadenceur impose une troisième cadence prédéterminée de défilement à un véhicule parcourant ledit tronçon cadenceur, lorsque le véhicule précédent, vu dans le sens de déplacement, est d'un type différent dudit véhicule, la troisième cadence prédéterminée étant comprise entre les première et deuxième cadences prédéterminées. L'intervalle de temps entre un siège et une cabine est donc optimisé pour éviter leur tamponnement dans le virage de la partie la plus lente du tronçon de contour.According to a development of the invention, the timing section imposes a third predetermined rate of travel to a vehicle traveling on said timing section, when the preceding vehicle, seen in the direction of travel, is of a different type of said vehicle, the third rate predetermined amount being between the first and second predetermined rates. The time interval between a seat and a cabin is optimized to avoid their buffering in the bend of the slowest part of the contour section.

Un tronçon cadenceur selon l'invention a donc pour but d'optimiser l'intervalle de temps entre deux véhicules successifs en fonction de la distance physique tout juste nécessaire entre ces deux véhicules, en fonction de leur type respectif, pour éviter leur tamponnement dans le virage de la partie la plus lente du tronçon de contour.A timing section according to the invention therefore aims to optimize the time interval between two successive vehicles based on the physical distance just needed between these two vehicles, depending on their respective type, to avoid their buffering in the turn of the slowest part of the contour section.

Description sommaire des dessinsBrief description of the drawings

D'autres avantages et caractéristiques ressortiront plus clairement de la description qui va suivre de modes particuliers de réalisation de l'invention donnés à titre d'exemples non limitatifs et représentés aux dessins annexés, dans lesquels :

  • la figure 1 est une vue schématique, de dessus, d'une station aval d'un exemple d'installation selon l'invention,
  • la figure 2 est une deuxième vue schématique de la station aval de la figure 1, où les véhicules sont différents,
  • la figure 3 est une vue schématique, de dessus, d'une station amont de l' exemple d'installation,
  • la figure 4 est une vue partielle du tronçon de contour de la station aval des figures 1 et 2, détaillant un exemple de tronçon cadenceur selon l'invention.
Other advantages and features will emerge more clearly from the following description of particular embodiments of the invention. given as non-limiting examples and shown in the accompanying drawings, in which:
  • the figure 1 is a diagrammatic view, from above, of a downstream station of an exemplary installation according to the invention,
  • the figure 2 is a second schematic view of the downstream station of the figure 1 , where the vehicles are different,
  • the figure 3 is a diagrammatic view, from above, of an upstream station of the installation example,
  • the figure 4 is a partial view of the contour section of the downstream station of the figures 1 and 2 , detailing an example of a timing section according to the invention.

Description de modes particuliers de réalisationDescription of particular embodiments

Sur les figures, un câble aérien 10 d'une installation de transport s'étend en boucle fermée entre deux stations d'embarquement/débarquement 11, 12, respectivement aval et amont, en passant dans les stations sur des poulies 13 principales dont l'une motrice entraîne le câble 10 en continu. Le câble 10 supporte des cabines 14 et des sièges 15 accouplés par des pinces débrayables et échelonnés le long du câble selon une combinaison prédéterminée. L'installation de transport peut comporter d'autres stations intermédiaires prévues le long des voies montante 16 et descendante 17 du câble 10 pour l'embarquement et/ou le débarquement des passagers dans les véhicules 14, 15.In the figures, an aerial cable 10 of a transport installation extends in a closed loop between two loading / unloading stations 11, 12, respectively downstream and upstream, passing through the stations on main pulleys 13 whose a motor drives the cable 10 continuously. The cable 10 supports cabins 14 and seats 15 coupled by detachable clips and staggered along the cable in a predetermined combination. The transport facility may comprise other intermediate stations provided along the rising channels 16 and 17 of the descending cable 17 for the loading and / or unloading of the passengers in the vehicles 14, 15.

Les figures 1 et 2 illustrent la station aval 11. A l'entrée de la station 11, les véhicules 14, 15 sont désaccouplés de la voie descendante 17 et roulent sur un circuit de transfert 18 à vitesse réduite dans la station 12 jusqu'à la voie montante 16. Un dispositif ralentisseur 19 freine les véhicules 14, 15 désaccouplés du câble 10, tandis qu'à la sortie un dispositif lanceur 20 les réaccélère à une vitesse égale à celle du câble pour autoriser un réaccouplement au câble 10 sans à-coups. Les dispositifs ralentisseur 19 et lanceur 20 sont chacun constitués d'un train de roues à bandage pneumatique échelonnées le long d'un tronçon du circuit de transfert 18, respectivement de ralentissement A et d'accélération B, pour coopérer par friction avec une piste de friction portée par les pinces des véhicules 14, 15. Les roues des dispositifs ralentisseur 19 et lanceur 20 sont accouplées par l'intermédiaire de courroies engagées sur des poulies auxiliaires montées coaxialement aux roues. Chaque roue est solidaire de deux poulies auxiliaires, chacune coopérant respectivement avec une courroie, l'une des courroies s'engageant sur l'une des poulies auxiliaires de l'une des roues adjacentes et l'autre des courroies coopérant avec l'une des poulies auxiliaires de l'autre des roues adjacentes. Pour l'entraînement, au moins l'une des roues de chacun des dispositifs 19 et 20 peut être reliée par l'intermédiaire d'une courroie à une prise de force motrice dérivée du câble 10 ou de la poulie 13. De tels dispositifs sont bien connus et il est inutile de les décrire plus en détail.The figures 1 and 2 11 at the entrance of the station 11, the vehicles 14, 15 are uncoupled from the downward channel 17 and roll on a transfer circuit 18 at a reduced speed in the station 12 to the uplink 16. A retarder device 19 brakes the vehicles 14, 15 uncoupled from the cable 10, while at the exit a launcher device 20 re-accelerates them at a speed equal to that of the cable to allow a re-coupling to the cable 10 smoothly. The retarder 19 and launcher 20 devices each consist of a tire wheel train staggered along a section of the transfer circuit 18, respectively A slowdown and acceleration B, to cooperate by friction with a track of friction carried by the clamps of the vehicles 14, 15. The wheels of the retarder devices 19 and launcher 20 are coupled by means of belts engaged on auxiliary pulleys coaxially mounted to the wheels. Each wheel is secured to two auxiliary pulleys, each cooperating respectively with a belt, one of the belts engaging on one of the auxiliary pulleys of one of the adjacent wheels and the other of the belts cooperating with one of the auxiliary pulleys on the other side of the adjacent wheels. For driving, at least one of the wheels of each of the devices 19 and 20 can be connected via a belt to a power take-off derived from the cable 10 or the pulley 13. Such devices are well known and it is useless to describe them in more detail.

Les tronçons de ralentissement A et d'accélération B sont reliés par un tronçon de contour C le long duquel les véhicules 14, 15 circulent en continu à vitesse réduite grâce à un dispositif d'entraînement 21 constitué de trains de roues 22 à bandage pneumatique. Le dispositif d'entraînement 21 du tronçon de contour C est subdivisé en trois sections successives, délimitant chacune un tronçon élémentaire S1, S2, S3, et pouvant avoir des vitesses différentielles d'entraînement. Les roues 22 de la partie en demi-cercle du tronçon de contour C, au sein d'une même section, sont entraînées en synchronisme entre elles par des pignons fous 23 (figure 4) intercalés entre des pignons de transmission 24 montés coaxialement aux roues 22. Le reste des roues 22 du tronçon de contour C, au sein de la portion rectiligne d'une même section S1 ou S3, sont entraînées entre elles d'une manière analogue aux roues des dispositifs ralentisseur 19 et lanceur 20. La section qui délimite le tronçon S2 est constituée de cinq roues 22 et séparée des deux autres sections par l'enlèvement d'un pignon fou 23. L'une des roues 22 de la section délimitant le tronçon S1 est entraînée en rotation par l'une des roues du tronçon de ralentissement A. De manière analogue, l'une des roues 22 de la section délimitant le tronçon S3 est entraînée en rotation par l'une des roues du tronçon d'accélération B. Pour l'entraînement des cinq roues 22 de la section délimitant le tronçon S2, un moteur à vitesse variable 25 (figure 4) entraîne une courroie de transmission 26 tendue entre deux poulies dont l'une est montée coaxialement à l'un des pignons fous 23.The slowdown sections A and acceleration B are connected by a contour section C along which the vehicles 14, 15 circulate continuously at reduced speed by means of a drive device 21 consisting of wheel trains 22 with pneumatic tires. The drive device 21 of the contour section C is subdivided into three successive sections, each delimiting an elementary section S1, S2, S3, and which can have differential drive speeds. The wheels 22 of the semi-circle portion of the contour portion C, within a same section, are driven in synchronism with each other by idle gears 23 ( figure 4 ) interposed between transmission gears 24 mounted coaxially with the wheels 22. The rest of the wheels 22 of the contour section C, within the straight portion of the same section S1 or S3, are driven together in a manner similar to the Wheels of the retarder 19 and launcher 20 devices. The section which delimits the section S2 consists of five wheels 22 and separated from the two Other sections by the removal of an idler gear 23. One of the wheels 22 of the section delimiting the section S1 is rotated by one of the wheels of the retarding section A. Similarly, one of the Wheels 22 of the section delimiting the section S3 is rotated by one of the wheels of the acceleration section B. For driving the five wheels 22 of the section delimiting the section S2, a variable speed motor 25 ( figure 4 ) drives a transmission belt 26 stretched between two pulleys, one of which is mounted coaxially with one of the idle gears 23.

Dans la station d'embarquement/débarquement 11 aval, un quai d'embarquement/débarquement 27 dans les cabines 14 est aménagé le long des tronçons S1 et S2. La vitesse de déplacement des véhicules 14, 15 dans les tronçons S1 et S2 est très réduite, par exemple de l'ordre de 0,25 m/s. D'autre part, un emplacement d'embarquement 28 sur les sièges 15 est agencé de manière coïncidante avec l'aire balayée par les sièges 15 le long du tronçon S3, pour permettre à des skieurs provenant d'un portillon d'accès 29 de s'asseoir sur les sièges 15. La vitesse de déplacement des véhicules 14, 15 au niveau de l'emplacement d'embarquement 28 est de l'ordre de 1 m/s. Pour atteindre cette vitesse, les véhicules 14, 15 sont accélérés de manière identique sur le tronçon S3 dès la sortie du tronçon S2.In the loading / unloading station 11 downstream, a loading / unloading quay 27 in the cabins 14 is arranged along the sections S1 and S2. The speed of movement of the vehicles 14, 15 in the sections S1 and S2 is very small, for example of the order of 0.25 m / s. On the other hand, a boarding location 28 on the seats 15 is arranged coincidentally with the area swept by the seats 15 along the section S3, to allow skiers from an access gate 29 to sit on the seats 15. The speed of movement of the vehicles 14, 15 at the boarding location 28 is of the order of 1 m / s. To reach this speed, the vehicles 14, 15 are accelerated identically on the section S3 from the exit of the section S2.

De manière inversée, les véhicules 14, 15 circulant dans la station d'embarquement/débarquement amont 12 (figure 3) rencontrent d'abord un emplacement de débarquement 30 des sièges 15 puis longent un quai d'embarquement/débarquement 27 dans les cabines 14, ces deux emplacements 27, 30 étant répartis le long du circuit de transfert de la station amont 12 suivant la direction de déplacement des véhicules 14, 15.In an inverted manner, the vehicles 14, 15 traveling in the upstream loading / unloading station 12 ( figure 3 ) first encounter a landing location 30 of the seats 15 and then skirt a loading / unloading platform 27 in the cabins 14, these two locations 27, 30 being distributed along the transfer circuit of the upstream station 12 in the direction moving vehicles 14, 15.

En référence à la figure 2, le moteur 25 qui assure l'entraînement des cinq roues 22 de la section délimitant le tronçon S2 est commandé par une unité de commande 31, par exemple un automate, qui peut assurer d'autres fonctions, en particulier de commande et de surveillance de toute l'installation. L'unité de commande 31 reçoit un signal de passage 32 représentatif du passage des véhicules 14, 15, fourni par un capteur de présence 33, disposé le long du tronçon S1 et fournissant une impulsion à chaque passage d'un véhicule 14, 15. Elle reçoit également un signal de sélection 34 provenant d'un moyen de détection 35 prévu en amont du tronçon S2, agencé à un emplacement déterminé entre le tronçon de ralentissement A et le tronçon S2, et apte à déterminer le type de véhicule 14, 15 pénétrant dans une zone associée, c'est-à-dire à permettre la reconnaissance d'un siège 15 ou d'une cabine 14. L'unité de commande 31 reçoit aussi un signal d'horloge 36, émis par un détecteur (non représenté) coopérant avec la poulie 13 et émettant des impulsions synchronisées avec le défilement du câble 10. La sortie de l'unité de commande 31 délivre un signal de commande 37 jusqu'au moteur 25 de sorte à assurer un pilotage adapté du moteur 25 pour un cadencement prédéterminé des véhicules 14, 15 en sortie du tronçon S2, de la manière qui sera décrite plus loin. Par la suite, le tronçon S2 est nommé tronçon cadenceur S2.With reference to the figure 2 , the motor 25 which drives the five wheels 22 of the section delimiting the section S2 is controlled by a control unit 31, for example an automaton, which can provide other functions, in particular control and monitoring of the entire installation. The control unit 31 receives a passage signal 32 representative of the passage of the vehicles 14, 15, provided by a presence sensor 33, arranged along the section S1 and providing a pulse for each passage of a vehicle 14, 15. It also receives a selection signal 34 coming from a detection means 35 provided upstream of the section S2, arranged at a predetermined location between the retarding section A and the section S2, and capable of determining the type of vehicle 14, 15. penetrating into an associated zone, that is to say to allow the recognition of a seat 15 or a cabin 14. The control unit 31 also receives a clock signal 36, emitted by a detector (no shown) cooperating with the pulley 13 and emitting pulses synchronized with the running of the cable 10. The output of the control unit 31 delivers a control signal 37 to the motor 25 so as to provide a suitable control of the motor 25 for a cadencem predetermined manner of the vehicles 14, 15 at the output of the section S2, as will be described later. Subsequently, the section S2 is called S2 timing section.

Le tronçon cadenceur S2 selon l'invention fonctionne de la manière suivante : un véhicule, qu'il soit du type cabine 14 ou du type siège 15, entrant dans la station aval 11 est désaccouplé du câble aérien 10 et il roule le long du circuit de transfert 18 en étant propulsé par les roues à pneumatiques des tronçons A, C, puis B. Les roues du tronçon de ralentissement A freinent le véhicule 14, 15, tandis que les roues 22 suivantes du tronçon S1 le déplacent le long du quai 27 jusqu'à atteindre le moyen de détection 35, disposé le long du tronçon S1 à l'entrée du tronçon cadenceur S2. Le passage du véhicule 14, 15 dans la zone de détection associée au moyen de détection 35, engendre un signal de sélection 34, lequel est transmis à l'unité de commande 31. Cette dernière comporte en outre une mémoire d'enregistrement des signaux de sélection 34. A partir de ces informations, l'unité de commande 31 détermine le type de véhicule 14, 15 qui est sur le point de pénétrer dans le tronçon cadenceur S2 ainsi que le type de véhicule 14, 15 précédent, vu dans le sens de déplacement, qui a partiellement ou totalement parcouru le tronçon cadenceur S2. En fonction de ces données, l'unité de commande 31 détermine l'intervalle de temps théorique qui devra séparer, en sortie de tronçon cadenceur S2, le véhicule 14 ,15 sur le point de pénétrer dans le tronçon cadenceur S2 et le véhicule 14, 15 précédent. L'intervalle de temps théorique séparant deux véhicules 14, 15 successifs en sortie du tronçon cadenceur S2 est tel que la distance physique entre eux correspond à la distance nécessaire, liée à leur type respectif, pour éviter leur tamponnement dans le virage de la partie la plus lente du tronçon de contour C. Les distances nécessaires entre deux véhicules 14, 15 successifs, en fonction de leur type respectif, sont pré-enregistrées dans l'unité de commande 31. Ainsi, pour établir l'intervalle de temps théorique, l'unité de commande 31 détermine les vitesses d'entraînement procurées par le dispositif d'entraînement 21 le long des tronçons S1 et S2, c'est-à-dire aux endroits où la vitesse d'entraînement est la plus faible et où les véhicules 14, 15 sont en virage. Les relations d'établissement des intervalles théoriques en fonction des vitesses d'entraînement sont pré-enregistrées dans l'unité de commande 31. Les vitesses d'entraînement sont déterminées par l'unité de commande 31 à partir du signal d'horloge 36.The synchronizer section S2 according to the invention operates as follows: a vehicle, whether cabin type 14 or seat type 15, entering the downstream station 11 is uncoupled from the overhead cable 10 and rolls along the circuit transfer 18 being propelled by the pneumatic wheels of sections A, C, then B. The wheels of the slowing section A brake the vehicle 14, 15, while the following wheels 22 of the section S1 move it along the platform 27 until reaching the detection means 35, arranged along the section S1 at the input of the timing section S2. The passage of the vehicle 14, 15 in the detection zone associated with the detection means 35 generates a selection signal 34, which is transmitted to the control unit 31. The latter furthermore comprises a recording memory of the signaling signals. selection 34. From this information, the control unit 31 determines the type of vehicle 14, 15 which is about to enter the timing section S2 and the type of vehicle 14, 15 above, seen in the direction of travel, which has partially or completely traveled the timing section S2. On the basis of these data, the control unit 31 determines the theoretical time interval which will have to separate, at the output of the clocking section S2, the vehicle 14, 15 about to enter the clocking section S2 and the vehicle 14, Previous 15 The theoretical time interval separating two successive vehicles 14, 15 at the output of the clocking section S2 is such that the physical distance between them corresponds to the distance required, related to their respective type, to avoid their buffing in the bend of the part la The required distances between two successive vehicles 14, 15, according to their respective type, are pre-recorded in the control unit 31. Thus, to establish the theoretical time interval, the control unit 31 determines the drive speeds provided by the driving device 21 along the sections S1 and S2, that is to say at the places where the driving speed is the lowest and where the vehicles 14, 15 are turning. The establishment relationships of the theoretical intervals as a function of the drive speeds are pre-recorded in the control unit 31. The drive speeds are determined by the control unit 31 from the clock signal 36.

Le véhicule 14, 15 passe ensuite devant le capteur de présence 33 qui envoie un signal de passage 32, généralement sous la forme d'une impulsion, jusqu'à l'unité de commande 31 qui incorpore un moyen de comptage du temps écoulé entre deux signaux de passage 32 successifs. L'unité de commande 31 établit donc l'intervalle de temps réel qui séparait ledit véhicule 14, 15 et le véhicule 14, 15 précédent avant que ledit véhicule 14, 15 précédent ne parcourt le tronçon cadenceur S2.The vehicle 14, 15 then passes in front of the presence sensor 33 which sends a passage signal 32, generally in the form of a pulse, to the control unit 31 which incorporates a counting means of the time elapsed between two successive crossing signals 32. The control unit 31 thus establishes the real time interval which separated said vehicle 14, 15 and the preceding vehicle 14, 15 before said preceding vehicle 14, 15 traverses the clocking section S2.

Par comparaison entre l'intervalle de temps théorique et l'intervalle de temps réel mesuré, l'unité de commande 31 est capable de détecter tout écart dû à des décalages inévitables susceptibles d'apparaître en cours de fonctionnement (conditions de freinage et d'accélération différentes d'un véhicule 14, 15 à l'autre, chargement variable des véhicules 14, 15, conditions climatiques variables...). L'écart est déterminé avant que le véhicule 14, 15 n'aborde le tronçon cadenceur S2.By comparison between the theoretical time interval and the real time interval measured, the control unit 31 is able to detect any deviation due to unavoidable offsets that may appear during operation (braking and braking conditions). different acceleration of a vehicle 14, 15 to another, variable loading of vehicles 14, 15, variable climatic conditions ...). The difference is determined before the vehicle 14, 15 approaches the timing section S2.

Ensuite, lors du parcours du tronçon cadenceur S2 par le véhicule 14, 15, l'unité de commande 31 assure le pilotage en vitesse du moteur à vitesse variable 25, par l'intermédiaire d'un signal de commande 37 adapté, de telle manière que le temps de parcours du véhicule 14, 15 est modulé pour compenser l'écart déterminé ci-dessus.Then, during the journey of the timing section S2 by the vehicle 14, 15, the control unit 31 provides the speed control of the variable speed motor 25, via a control signal 37 adapted, in such a way that the travel time of the vehicle 14, 15 is modulated to compensate for the difference determined above.

Par conséquent, le tronçon cadenceur S2 est équipé d'un moyen cadenceur constitué par l'unité de commande 31, le capteur de présence 33, le moyen de détection 35, le moteur à vitesse variable 25, le détecteur délivrant le signal d'horloge 36. Conformément à l'invention, le moyen cadenceur ci-dessus est susceptible de varier le temps de parcours du tronçon cadenceur S2 par les cabines 14 et par les sièges 15, pour imposer un cadencement différentiel avec une première cadence prédéterminée de défilement des cabines 14 et une deuxième cadence prédéterminée de défilement des sièges 15. D'autre part, le tronçon cadenceur S2 impose une troisième cadence prédéterminée de défilement à un véhicule 14, 15 parcourant ledit tronçon cadenceur S2, lorsque le véhicule 14, 15 précédent est d'un type différent dudit véhicule 14, 15, la troisième cadence prédéterminée étant comprise entre les première et deuxième cadences prédéterminées. Les première, deuxième et troisième cadences prédéterminées correspondent à un intervalle de temps entre un véhicule 14, 15 sortant du tronçon cadenceur S2 et le véhicule précédent, vu dans le sens de déplacement. A chaque passage d'un véhicule 14, 15, l'intervalle de temps à obtenir en sortie du tronçon cadenceur S2 par rapport au véhicule précédent est déterminé par l'unité de commande 31 avant le parcours du tronçon cadenceur S2 par ledit véhicule, en fonction du type dudit véhicule et du type dudit véhicule précédent. Les cadences prédéterminées sont modulées en fonction de la vitesse du câble aérien 10 par l'intermédiaire du signal d'horloge 36.Therefore, the timer section S2 is equipped with a timer means constituted by the control unit 31, the presence sensor 33, the detection means 35, the variable speed motor 25, the detector delivering the clock signal. 36. In accordance with the invention, the above-mentioned clocking means is capable of varying the travel time of the clocking section S2 by the cabins 14 and by the seats 15, to impose a differential timing with a first predetermined rate of scrolling of the cabins. 14 and a second predetermined rate of movement of the seats 15. On the other hand, the timing section S2 imposes a third predetermined rate of travel to a vehicle 14, 15 traversing said timing section S2, when the vehicle 14, 15 preceding is a different type of said vehicle 14, 15, the third predetermined rate being between the first and second predetermined rates. The first, second and third predetermined rates correspond to a time interval between a vehicle 14, 15 coming out of the timing section S2 and the preceding vehicle, seen in the direction of travel. At each passage of a vehicle 14, 15, the time interval to be obtained at the output of S2 timing section relative to the previous vehicle is determined by the control unit 31 before the journey of the timing section S2 by said vehicle, depending on the type of said vehicle and the type of said previous vehicle. The predetermined rates are modulated according to the speed of the overhead cable 10 via the clock signal 36.

Cette disposition permet d'adapter l'intervalle de temps entre deux véhicules 14 ,15 successifs d'un même type en fonction de la distance physique nécessaire entre deux véhicules d'un même type pour éviter leur tamponnement dans les tronçons S1 et S2. Ainsi, il devient possible de prévoir des trains de cabines 14 successives sans que cela n'abaisse considérablement le débit d'usagers. La combinaison d'échelonnement des véhicules 14, 15 sur le câble aérien 10 peut être personnalisée à souhait. Les cabines 14 sont plus éloignées entre elles que les sièges 15 entre eux. L'intervalle de temps entre deux sièges 15 est représenté t1 sur les figures 2 et 3. De plus, l'intervalle de temps entre un siège 15 et une cabine 14 est optimisé pour éviter leur tamponnement dans les tronçons S1 et S2. Cet intervalle de temps est représenté t2 sur les figures 2 et 3. t1 et t2 sont respectivement, dans l'exemple, de l'ordre de 7,2 s et de 8,64 s. L'intervalle de temps (non représenté) entre deux cabines 14 successives est, quant à lui, de l'ordre de 12 s. Sur la figure 2, on voit que t1 est tel que les deux premiers sièges 15 sont très proches dans le virage du tronçon S1. La figure 3 illustre que t2 est choisi de manière qu'un siège 15 et une cabine 14 sont très proches dans le dernier virage du tronçon de contour de la station d'embarquement/débarquement 12.This arrangement makes it possible to adapt the time interval between two successive vehicles 14, 15 of the same type as a function of the necessary physical distance between two vehicles of the same type in order to avoid their being plugged in the sections S1 and S2. Thus, it becomes possible to provide successive cab trains 14 without this significantly reducing the flow of users. The staggering combination of the vehicles 14, 15 on the overhead cable 10 can be customized as desired. The cabins 14 are further apart than the seats 15 between them. The time interval between two seats 15 is represented t1 on the Figures 2 and 3 . In addition, the time interval between a seat 15 and a cabin 14 is optimized to avoid their buffering in sections S1 and S2. This time interval is represented t2 on the Figures 2 and 3 . t1 and t2 are respectively in the example of the order of 7.2 s and 8.64 s. The time interval (not shown) between two successive cabins 14 is, in turn, of the order of 12 s. On the figure 2 it can be seen that t1 is such that the first two seats 15 are very close in the turn of the section S1. The figure 3 illustrates that t2 is chosen so that a seat 15 and a cabin 14 are very close in the last turn of the contour section of the loading / unloading station 12.

Un tronçon cadenceur S2 selon l'invention permet d'augmenter le débit d'usagers en optimisant l'intervalle de temps entre deux véhicules 14, 15 successifs en fonction de la distance physique tout juste nécessaire entre ces deux véhicules 14, 15, en fonction de leur type respectif, pour éviter leur tamponnement dans les tronçons S1 et S2. La longueur du tronçon cadenceur S2 est choisie pour être suffisante pour compenser les écarts maximaux susceptibles de se produire. La cadence associée à un véhicule 14, 15 est rétablie à chaque passage du tronçon cadenceur S2.A timing section S2 according to the invention makes it possible to increase the user flow rate by optimizing the time interval between two successive vehicles 14, 15 as a function of the physical distance just needed between these two vehicles 14, 15, depending on the of their respective type, to avoid their buffering in sections S1 and S2. The length of the section S2 timer is chosen to be sufficient to compensate for the maximum deviations that may occur. The rate associated with a vehicle 14, 15 is restored at each passage of the timing section S2.

Dans la majorité des cas, les écarts de répartition sont faibles et il suffit d'équiper l'une des deux stations d'embarquement/débarquement 11, 12 d'un tronçon cadenceur S2 selon l'invention, qui est de préférence disposé à l'arrivée de la voie 16, 17 la moins utilisée.In the majority of the cases, the differences of distribution are weak and it is enough to equip one of the two loading / unloading stations 11, 12 of a timing section S2 according to the invention, which is preferably arranged at the 16, 17 the least used.

L'invention n'est pas limitée au mode de réalisation décrit. Elle peut être appliquée à différents types de cadenceurs, le mode de mise en oeuvre devant être adapté au type de cadenceur utilisé. Le tronçon cadenceur S2 peut être agencé à un endroit quelconque du circuit de transfert 18. Avec une gestion adaptée de la mémoire de l'unité de commande 31, le moyen de détection 35 peut être agencé en un point quelconque de la trajectoire des véhicules 14, 15 sur toute l'installation de transport. La forme du tronçon de contour C peut être quelconque et reproduire, par exemple, les enseignements des demandes de brevets français FR-A-2 882 321 et FR-A-2 854 116 afin d'accroître encore le débit d'usagers. Enfin, les moyens individuels d'entraînement des sections délimitant les tronçons S1 et S3 peuvent consister en moteurs indépendants à vitesse variable, par exemple commandés par l'unité de commande 31. L'entraînement mécanique des véhicules 14, 15 peut être réalisé par tout autre moyen adapté le long du tronçon de ralentissement A, du tronçon d'accélération B, et des tronçons délimités par les sections S1 et S3 du dispositif d'entraînement 21, par exemple par des courroies à taquets externes.The invention is not limited to the embodiment described. It can be applied to different types of timers, the mode of implementation to be adapted to the type of timer used. The clocking section S2 can be arranged at any point in the transfer circuit 18. With appropriate management of the memory of the control unit 31, the detection means 35 can be arranged at any point in the trajectory of the vehicles 14 , 15 on the entire transport facility. The shape of the contour section C may be any and reproduce, for example, the teachings of the requests for French patents FR-A-2 882 321 and FR-A-2,854,116 to further increase the flow of users. Finally, the individual drive means of the sections delimiting the sections S1 and S3 may consist of independent variable speed motors, for example controlled by the control unit 31. The mechanical drive of the vehicles 14, 15 can be achieved by any other suitable means along the slowing section A, the acceleration section B, and the sections delimited by the sections S1 and S3 of the drive device 21, for example by external cleated belts.

Claims (13)

  1. Transport installation with a continuous running aerial rope (10), supporting vehicles (14, 15) composed of chairs (15) and gondola cars (14) coupled by detachable grips and staggered along the rope (10) in a predetermined combination and with a predetermined rate, said rope (10) extending in a closed loop between two bull-wheels (13), with an up-line (16) and a down-line (17), said installation having loading/unloading terminals (11, 12) provided at least at the ends of said lines (16, 17), at least one of the loading/unloading terminals (11, 12) comprising:
    - detachment means, on entry, to detach the grips from the rope (10),
    - engagement means, on exit, to recouple the grips and the rope (10),
    - a transfer circuit (18) connecting the up-line (16) and the down-line (17) of the rope (10), with a slowing-down section (A) equipped with a slowing-down device (19), a speeding-up section (B) equipped with a propelling device (20), connected by a run-through section (C) for a low running speed equipped with a driving device (21) of the vehicles (14, 15),
    - a first location (27) for loading/unloading into/from the cars (14) and a second location (28) for loading on or unloading from the chairs (15), staggered along the transfer circuit (18),
    - and a continuous running rate regulating section (S2) arranged in the transfer circuit (18) to perform the rate regulation of the vehicles (14, 15),
    characterized in that the rate regulating section (S2) is equipped with a rate regulating means (25, 31, 33, 35, 36) that is able to vary the time required by the cars (14) and by the chairs (15) to pass through said rate regulating section (S2), to impose a first predetermined rate of the cars (14) and a second predetermined rate of the chairs (15).
  2. Installation according to claim 1, characterized in that the rate regulating section (S2) imposes a third predetermined rate on a vehicle (14, 15) passing through said rate regulating section (S2) when the previous vehicle (14, 15), seen in the direction of movement, is of a different type from said vehicle (14, 15), the third predetermined rate being comprised between the first and second predetermined rates.
  3. Installation according to one of claims 1 and 2, characterized in that the driving device (21) of the run-through section (C) is subdivided into several successive portions able to have differential driving speeds, each of said portions delineating an elemental section (S1, S2, S3) of the run-through section (C), and the rate regulating section (S2) coincides with one (S2) of said elemental sections (S1, S2, S3).
  4. Installation according to claim 3, characterized in that each portion of the driving device (21) of the run-through section (C) is equipped with an individual driving means of the vehicles (14, 15).
  5. Installation according to claim 4, characterized in that the driving device (21) of the run-through section (C) comprises sets of tire-clad wheels (22) driving the vehicles (14, 15) by friction, the wheels (22) of one and the same portion being driven in synchronism by the corresponding individual driving means.
  6. Installation according to claim 5, characterized in that the wheels (22) of the portion delineating the rate regulating section (S2) are driven by a variable speed motor (25).
  7. Installation according to one of claims 4 to 6, characterized in that the rate regulating means (25, 31, 33, 35, 36) comprise a detection means (35) provided outside the rate regulating section (S2) and able to determine the type of vehicle (14, 15) entering an associated detection zone and to transmit a selection signal (34) to a control unit (31) able to control the individual driving means (25) of the portion delineating the rate regulating section (S2).
  8. Installation according to claim 7, characterized in that at each passage of a vehicle (14, 15), the control unit (31) controls the individual driving means (25) of the rate regulating section (S2) according to the selection signal (34) corresponding to said vehicle (14, 15) so as to modulate the time taken by said vehicle (14, 15) to pass through said rate regulating section (S2) to compensate for any deviation with respect to the predetermined rate associated with said vehicle (14, 15).
  9. Installation according to claim 8, characterized in that the detection means (35) are arranged at a specific location between the slowing-down section (A) and the rate regulating section (S2).
  10. Installation according to one of claims 8 and 9, characterized in that the control unit (31) comprises a memory for recording the selection signal (34), and in that the predetermined rate associated with a vehicle (14, 15) leaving the rate regulating section (S2) corresponds to a time interval between said vehicle (14, 15) and the previous vehicle (14, 15), seen in the direction of movement, said interval to be obtained on exit from the rate regulating section (S2) being determined by the control unit (31), before said vehicle passes through the rate regulating section (S2), according to the type of said vehicle (14, 15) and the type of said previous vehicle (14, 15).
  11. Installation according to one of claims 7 to 10, characterized in that the rate regulating means (25, 31, 33, 35, 36) comprise a presence sensor (33) arranged at a specific location along the run-through section (C), upline from the rate regulating section (S2), and able to transmit a passage signal (32) representative of passing of the vehicles (14, 15) to the control unit (31).
  12. Installation according to claim 11, characterized in that the control unit (31) comprises a means for counting the time elapsed between two successive passage signals (32).
  13. Installation according to one of claims 7 to 12, characterized in that the control unit (31) receives a clock signal (36) synchronized with the aerial rope (10) so as to modulate the predetermined rates according to said clock signal (36).
EP07354017A 2006-04-10 2007-03-21 Overhead cable transport installation carrying seats and cabins Active EP1845004B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL07354017T PL1845004T3 (en) 2006-04-10 2007-03-21 Overhead cable transport installation carrying seats and cabins

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0603153A FR2899549B1 (en) 2006-04-10 2006-04-10 AERIAL CABLE TRANSPORTATION SYSTEM VEHICULATING SEATS AND CABINS

Publications (2)

Publication Number Publication Date
EP1845004A1 EP1845004A1 (en) 2007-10-17
EP1845004B1 true EP1845004B1 (en) 2009-02-18

Family

ID=37532966

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07354017A Active EP1845004B1 (en) 2006-04-10 2007-03-21 Overhead cable transport installation carrying seats and cabins

Country Status (7)

Country Link
US (1) US7559281B2 (en)
EP (1) EP1845004B1 (en)
AT (1) ATE423050T1 (en)
CA (1) CA2582681A1 (en)
DE (1) DE602007000549D1 (en)
FR (1) FR2899549B1 (en)
PL (1) PL1845004T3 (en)

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070034105A1 (en) * 2005-08-09 2007-02-15 Jean-Francois Mugnier Aerial ropeway transport methods
FR2899191B1 (en) * 2006-04-04 2008-05-30 Denis Creissels Consultant Sar INSTALLATION OF AUTOMATIC TELECABINES
FR2899549B1 (en) * 2006-04-10 2008-06-27 Pomagalski Sa AERIAL CABLE TRANSPORTATION SYSTEM VEHICULATING SEATS AND CABINS
EP1980302A1 (en) * 2007-04-13 2008-10-15 Philippe Perakis Device for suspending and moving an object or a person
FR2920733B1 (en) * 2007-09-11 2009-11-27 Pomagalski Sa INSTALLATION FOR TRANSPORTING PASSENGERS ON BOARD A VEHICLE, WITH TWO MEANS OF MOVING THE VEHICLE
US8166885B2 (en) * 2009-02-12 2012-05-01 William J. Kitchen Suspended cable amusement ride
US8573133B2 (en) * 2009-09-22 2013-11-05 Pomagalski Passenger transport installation comprising independent vehicles travelling on tracks and hauled by cables, and method for transporting passengers
WO2013003774A1 (en) * 2011-06-30 2013-01-03 Kitchen William J Suspended track amusement ride
DE102012016776A1 (en) * 2012-08-24 2014-02-27 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Method for operating a motor vehicle and motor vehicle
AT14827U1 (en) * 2013-09-16 2016-07-15 Innova Patent Gmbh Cableway installation for the transport of persons
AT515895B1 (en) * 2014-06-02 2016-08-15 Innova Patent Gmbh Cableway installation for the transport of persons
IT201700001070A1 (en) * 2017-01-05 2018-07-05 Leitner Spa STATION OF A ROPE TRANSPORTATION SYSTEM
IT201800000833A1 (en) * 2018-01-12 2019-07-12 Leitner Spa STATION FOR A ROPE TRANSPORTATION INSTALLATION, ROPE TRANSPORTATION INSTALLATION INCLUDING THIS STATION AND METHOD OF OPERATION OF SUCH ROPE TRANSPORT SYSTEM
CN109532877A (en) * 2019-01-02 2019-03-29 中车株洲电力机车有限公司 Cable car and cable car curve negotiating structure

Family Cites Families (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2116226A (en) * 1935-08-23 1938-05-03 Leo J Vogel Monocable aerial tramway system
AT405271B (en) * 1995-04-07 1999-06-25 Doppelmayr & Sohn ROPEWAY SYSTEM WITH A SUPPORT AND CONVEYOR ROPE FOR VEHICLE RESOURCES GUIDED AROUND TWO DIVIDING DISCS
DE3109944C2 (en) * 1981-03-14 1984-02-02 PHB Weserhütte AG, 5000 Köln Detachable circulating cable car for the transport of material, such as bulk goods
FR2539369B1 (en) * 1983-01-17 1986-03-07 Pomagalski Sa TIMING DEVICE FOR RELEASABLE CABLE CAR OR TELESCOPE
FR2568208B1 (en) * 1984-07-26 1988-03-18 Pomagalski Sa PROPELLING DEVICE IN THE STATIONS OF THE CABINS OR THE SEATS OF A CABLE CAR OR A TELESCOPE
FR2571675B1 (en) * 1984-10-15 1988-03-18 Pomagalski Sa MULTI-SECTION AIR CABLE TRANSPORTATION SYSTEM
US4744306A (en) * 1985-04-12 1988-05-17 Kunczynski Jan K Conveyor system and method of operation for an aerial tramway or the like
FR2583363B1 (en) * 1985-06-14 1988-09-30 Pomagalski Sa AERIAL CABLE TRANSPORTATION SYSTEM WITH REDUCED SPACING OF STATIONARY CABINS
CH671552A5 (en) * 1986-06-17 1989-09-15 Von Roll Transportsysteme
CH672461A5 (en) * 1986-12-18 1989-11-30 Von Roll Transportsysteme
CH672765A5 (en) * 1986-12-18 1989-12-29 Von Roll Transportsysteme
AT388346B (en) * 1987-11-25 1989-06-12 Wopfner Kg Felix DETACHABLE CLAMP FOR CLAMPING TRANSPORT MEANS TO A MOVING ROPE
FR2663281A1 (en) * 1990-06-13 1991-12-20 Pomagalski Sa TIMING DEVICE FOR A DETACHABLE TELEPORTER.
CA2143504A1 (en) * 1994-03-11 1995-09-12 Ernst Egli Rope guide system for an aerial ropeway, particularly a circuital aerial ropeway
FR2731972B1 (en) * 1995-03-22 1997-06-20 Creissels Denis TELEPORTER HAVING TWO BOARDING LOCATIONS
FR2771986B1 (en) * 1997-12-10 2000-01-21 Pomagalski Sa METHOD FOR STORING AND CLEARING CABINS IN THE STATIONS OF AN AIR CABLE TRANSPORTATION INSTALLATION
DE50300440D1 (en) * 2002-07-16 2005-05-19 Innova Patent Gmbh Wolfurt Cableway installation with a carrying and conveying cable and detachable driving means formed by cabins and by a chair
NZ523504A (en) * 2003-01-07 2005-09-30 Keith Randal Anderson An aerial cableway transport system or ride
AT505099B1 (en) * 2003-07-17 2009-03-15 Innova Patent Gmbh CABLE CAR SYSTEM
AT6736U3 (en) * 2003-12-01 2005-02-25 Innova Patent Gmbh CABLE CAR WITH AT LEAST ONE TRANSPORT AND CONVEYOR MOVABLE BETWEEN A TALSTATION AND A MOUNTAIN STATION
US20070034105A1 (en) * 2005-08-09 2007-02-15 Jean-Francois Mugnier Aerial ropeway transport methods
FR2899549B1 (en) * 2006-04-10 2008-06-27 Pomagalski Sa AERIAL CABLE TRANSPORTATION SYSTEM VEHICULATING SEATS AND CABINS

Also Published As

Publication number Publication date
US7559281B2 (en) 2009-07-14
EP1845004A1 (en) 2007-10-17
US20070283840A1 (en) 2007-12-13
ATE423050T1 (en) 2009-03-15
PL1845004T3 (en) 2009-07-31
DE602007000549D1 (en) 2009-04-02
FR2899549A1 (en) 2007-10-12
FR2899549B1 (en) 2008-06-27
CA2582681A1 (en) 2007-10-10

Similar Documents

Publication Publication Date Title
EP1845004B1 (en) Overhead cable transport installation carrying seats and cabins
EP0114129B1 (en) Departure regulator for gripping cable cars or cable chairs
EP1849675B1 (en) Method for controlling a cable transport with departure regulator section and apparatus using this method
FR2479505A1 (en) AUTOMATIC TRAIN CONTROL DEVICE
EP1864882B1 (en) Cable transportation system with arrangement in groups of the vehicles before boarding/alighting and control method
FR2545433A1 (en) EXTREMITY STATION OF A TELESIEGE OR A CHANNEL OF ADJUSTABLE HEIGHT
EP2389306B1 (en) Method for monitoring the progress of a vehicle in a ropeway installation
EP0814992A1 (en) Conveyor apparatus with two pick-up areas
EP0461954B1 (en) Rotating device for a disengageable ropeway
CA2113883C (en) On-site transport facility adapted to several track sections
FR2927598A1 (en) SYSTEM FOR ASSISTING THE BOARDING AND / OR LANDING OF PASSENGERS ON BOARD CABINS
EP2990292B1 (en) Installation and method for transport by overhead cable
FR2845058A1 (en) METHOD OF REGULATING A TRANSPORT SYSTEM
EP2670645B1 (en) Vehicle-grouping cable transport system, and method for controlling same
FR2605574A1 (en) Transporation installation having an overhead cable in continuous advancement and set-off and braking systems
FR2504480A1 (en) DEBRAYABLE PULSE AIR CONVEYOR
EP1980466B1 (en) Method of managing an aerial ropeway transport system and system for implementing the method
EP1193153B1 (en) Installation for the displacement of vehicles towed by cable
FR2945780A1 (en) Installation for transporting vehicles between stations, has intermediate section subdivided into sections, and grouping units, transfer units and drive units comprising single actuator synchronized with advancing speed of cable

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK YU

17P Request for examination filed

Effective date: 20080216

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: POMAGALSKI

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: FRENCH

REF Corresponds to:

Ref document number: 602007000549

Country of ref document: DE

Date of ref document: 20090402

Kind code of ref document: P

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: CABINET ROLAND NITHARDT CONSEILS EN PROPRIETE INDU

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090529

REG Reference to a national code

Ref country code: PL

Ref legal event code: T3

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090618

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090518

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20090429

Year of fee payment: 3

Ref country code: TR

Payment date: 20090514

Year of fee payment: 3

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

BERE Be: lapsed

Owner name: POMAGALSKI

Effective date: 20090331

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SK

Payment date: 20090514

Year of fee payment: 3

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090727

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090331

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20090513

Year of fee payment: 3

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20091119

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090518

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090331

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090519

REG Reference to a national code

Ref country code: SK

Ref legal event code: MM4A

Ref document number: E 5467

Country of ref document: SK

Effective date: 20100321

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100321

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20101001

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090321

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090819

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090218

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20110321

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20100331

Year of fee payment: 4

REG Reference to a national code

Ref country code: PL

Ref legal event code: LAPE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110331

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110331

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110321

Ref country code: PL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100321

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100321

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 11

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 12

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 20240319

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20240326

Year of fee payment: 18