Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
  • B61B10/00—Power and free systems
  • B61B10/02—Power and free systems with suspended vehicles
• • 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

Definitions

• the present invention relates to an automatic cable transport installation along a closed-loop line, comprising disengageable vehicles clocked in the stations or in an intermediate station after passing on a disengaged circuit where they are driven at a slow speed along landing and boarding docks, the vehicles then being re-accelerated and re-coupled to the cable at the exit of the station or the station to constitute a noria of vehicles.
• the object of the present invention is to provide an automatic installation of cable vehicle transport, allowing vehicles disengaged in stations to exceed the allotted time of disembarkation and / or boarding stations, without affecting the regularity of operation of the noria of the other vehicles being in line and in stations.
• each station or station comprises an automatic maneuvering mechanism capable of extracting vehicles from the slow path in the disengaged circuit, and to transfer them to a landing / loading station which is assigned to them by order of arrival, the previous vehicle having previously been reintegrated into the slow path in place of the vehicle extracted according to an established schedule.
• any vehicle exceeding the disembarkation / landing time allocated to it will not block the flow of vehicles. other vehicles disengaged.
• the disembarkation / boarding takes place at stations located outside the said path, that is to say that the disengaged vehicles are systematically extracted from the normal route, the time of disembarkation / boarding and then recovered.
• the online vehicle noria is unaffected, with only one "hole” in line corresponding to the absence of the delayed vehicle which finds itself immobilized at a station off track in station.
• the delayed vehicle is reinserted one turn later into the void that its absence creates. It is also possible to decadrate the noria on a number of vehicles to insert the delayed vehicle, and then resume the normal pace by adjusting the relative speeds of vehicles disengaged in the other station.
• Each station or station is equipped in addition to at least one clearing station in which there is permanently an empty vehicle reserve capable of filling an empty space left by a delayed vehicle and blocked at the embarkation / disembarkation station.
• the clearing station is intended solely for the disembarkation of passengers from a vehicle which should have gone to the embarkation / disembarkation station occupied by another delayed vehicle which could not be reintegrated in time in its place.
• the operating mechanism for the extractions and reinsertion of vehicles may comprise various mechanical control members, including horizontal drawers, vertical or inclined elevators, plane switches leading the vehicles on appropriate channels.
• the clearing stations are located downstream of the landing / boarding stations in relation to the direction of the slow path of the vehicles.
• the disembarkation / embarkation of the passengers is made at a standstill, each vehicle stopping at its landing / boarding station in front of a platform, which is equipped with a landing door arranged opposite the door of the stopped vehicle. .
• the opening and closing of vehicle doors and landing doors is automatic and simultaneous.
• Figures 1 and 2 are schematic views of a gondola lift installation with one and two sections;
• FIG. 3 shows a schematic view of an end station of an automatic installation equipped with an operating device with actuating drawers according to the invention
• Figures 4.0 to 4.47 show the successive phases of normal operation of the installation with vehicles A, B, C, D passing through the station, the vehicle E being the reserve in the compensation station;
• Figures 5.0 to 5.47 illustrate the progress of an exceptional operation of the system, when the disembarkation / boarding in a vehicle exceeds the time allotted to it;
• Figures 10 and 11 show schematic sectional views of an installation, wherein the operating device is constituted by a set of elevators, respectively vertical and inclined;
• - Figures 12 to 15 relate to various facilities where the operating device is constituted by the set of switches;
• Figure 16 relates to another installation with a mixed use of drawers and switches;
• Figures 17 and 18 show respectively plan and elevation views of the opening and closing system of the landing doors.
• a plurality of vehicles 1 move on a closed loop track 5 from a first station 2 to a second station 3, possibly with an intermediate station 4 (FIG. 2).
• the vehicles 1 return in the opposite direction on another parallel track 6 with one or more cable (s) carriers and tractors in the case of a gondola, or any other way and traction means for other types of conveyors.
• the vehicles 1 move at high speed, for example several meters per second, and are distributed from in a regular way, with reduced time intervals of the order of a few seconds.
• the vehicles 1 are disengaged from the cables at the declutching zone 7, and then are decelerated over a certain length in the deceleration zone 8. They then travel at slow speed along a disengaged circuit having an outline 9 ensuring their half-turn, and pass, depending on the type of station, in front of loading and embarkation docks 10, 11 located in the contour 9, either in rectilinear lateral parts.
• the vehicles 1 are re-accelerated in the acceleration zone 12 and re-coupled to the cable in the clutch zone 13 at the exit of the station.
• the landing and loading docks 14 extend laterally along the tracks 5, 6, the vehicles 1 being as in the end stations 2, 3 disengaged, slowed down before passing the platforms, then accelerated and engaged afterwards.
• 11 and 14 are located near the main circuit of the disengaged tracks, and are used by passengers on the ascent or descent. This is the classic operation of the detachable gondola installations with a continuous path along the track.
• the end station illustrated in Figure 3 is equipped with an automatic DM operating mechanism to perform the extraction and reinsertion of the vehicles 1 disengaged in the 9.
• the DM operating device comprises horizontal actuating drawers 17, for moving the vehicles 1 in a direction transverse to the direction of travel, so as to extract them from the normal path for disembarkation, and put them back in the circuit after a predetermined time after boarding.
• the extracted vehicles 1 are stored at the location of the wharf 10, and their access doors are then placed in front of two landing and boarding stations. 15 and a clearing station 16. The unloading and embarkation of passengers shall be carried out exclusively when the vehicles stop.
• the clearing station 16 is only provided for the disembarkation of the passengers, because it must receive the vehicle that should have gone to a post occupied by another vehicle that was not inserted in time in the circuit. In the compensation station 16 is thus permanently an empty vehicle ready to fill a gap in case of lack of online timing.
• the installation may have several compensation stations 16, up to a number equal to that of the landing and embarkation stations 15.
• the vehicles 1 disengaged and slowed in the deceleration zone 8 are extracted by the drawers 17 of the normal path in the contour 9 to reach the landing and boarding station 15 which is assigned to them in order of arrival.
• the extracted vehicle is then stopped for the duration necessary for the rise and descent of the passengers, then is reinserted into the main path by the corresponding drawer 17.
• the same vehicle takes the place freed by a vehicle extracted according to an established program.
• the compensation station 16 may advantageously be located downstream of the main circuit of the contour 9, and before the acceleration zone 12 so that the spare vehicle waiting in the compensation station 16 has time to fit into the empty space caused by the vehicle which could not leave in time.
• FIGS 4.0 to 4.47 illustrate the successive phases of normal operation of the installation with vehicles A, B, C, D passing through the downstream station, the vehicle E being that of reserve in the compensation station 16, which is slightly offset downstream of the landing and boarding stations 15.
• Each vehicle A, B, C, D arriving goes to the landing / embarkation station 15 which has just been released, taking the place of the preceding vehicle which is re-inserted in the vehicle noria after coming to a standstill for a while at his landing / embarkation station 15.
• the reserve vehicle E remains permanently in place in the compensation station 16 during all the phases, given the operation regular timing of other vehicles A, B, C 1 D of the installation both online and stations.
• the vehicles A, B, C, D are extracted from the main path in the station, and join separate landing / boarding stations 15, the previous vehicle having previously been reintegrated into the slow path, instead of 'a vehicle extracted.
• the example of Figures 4.0 to 4.47 shows two separate landing / boarding stations 15, but it is clear that the higher the number of landing / boarding stations 15, the greater the time allotted for landing / boarding.
• Figures 5.0 to 5.47 show the progress of an exceptional operation of the system, when the disembarkation / boarding in a vehicle exceeds the time allotted to it. This is the case of the vehicle B which remains blocked in its place of the landing / embarkation station 15, the other place of the landing / boarding station 15 being also normally occupied by the vehicle C.
• the vehicle A arriving at the station can not go to the post 15 which was assigned to it, because the previous vehicle B which had to release the station and re-enter the vehicle noria, is not not gone.
• the arriving vehicle A therefore goes to the compensation station 16 (see FIGS. 5.8 to 5.22), whose empty standby reserve vehicle E parked there has just released, to fill the empty space in the vehicle noria left by the vehicle B blocked.
• the vehicle A is thus temporarily moved to the compensation station 16 (see FIGS. 5.23 to 5.47) where the passengers can disembark.
• the empty vehicle then constitutes the reserve vehicle, and the vehicle E re-inserted in line becomes one of the vehicles of the noria.
• the vehicle B remains in fault at the station 15 to the phase of Figure 5.16, the doors 21, 22 respectively remaining open.
• the program established by the control PLC assigns the vehicle B a new predetermined time of boarding, which expires at the stage of Figure 5.38.
• the doors 21, 22 of the vehicle B are still open at this time, and the controller puts it in default for a new delay (see Figures 5.39 to 5.47).
• the vehicle A also remains in reserve in the compensation station 16.
• Figures 6 to 8 show by way of examples of the variants of Figure 3, with unloading / loading and clearing stations 16 drawers 17 at the end stations.
• the landing / boarding and clearing stations 16 extend in the opposite straight portions of the disengaged circuit, respectively upstream and downstream of the outline 9.
• the landing / loading station 15 is provided for three vehicles 1 of the noria, while the compensation station 16 on the opposite branch can receive two vehicles 1.
• the operation is identical to that of Figure 3.
• one of the landing / embarkation stations 15 of FIG. 6 replaces, on the opposite side, one of the spaces of the compensation station 16.
• FIG. 8 illustrates the landing / boarding and compensating stations 16 distributed side by side along the contour 9, the compensation station 16 being always disposed downstream with respect to the direction of travel of the vehicles 1.
• Figure 9 shows the same distribution of landing / boarding and clearing 16 positions as in Figure 8, but for an intermediate station.
• Figures 10 and 11 show schematic vertical sectional views of a station where the landing / boarding and clearing stations 16 are at a different level compared to the platforms 10. The extraction and reinsertion of the vehicles 1 disengaged s then performs vertical lifts 19 ( Figure 10) or inclined 20 ( Figure 11).
• Figures 12 to 15 show different arrangements of end stations and intermediate, in which the extraction and reinsertion of vehicles 1 disengaged are achieved through switches 18 planes.
• the compensation station (s) 16 are always arranged downstream of the functional landing / boarding stations 15, and there are still possibilities of platforms 10, 11, 14 allowing the return to a conventional operation of the gondola.
• two landing / loading stations 15 are located on two auxiliary channels connected in parallel on the contour 9 by switches 18.
• the compensation station 16 is located in the disengaged circuit just before the acceleration zone 12.
• Figure 13 shows three auxiliary channels connected in parallel on the contour 9 by switches 18. Two lanes are provided for two landing / embarkation stations 15, and the third is assigned to the compensation station 16 downstream.
• Figure 14 illustrates a switch arrangement 18 with two opposite platforms 11 in an end station.
• the landing / loading station 15 of one of the platforms 11 is provided for two vehicles 1, and the compensation station 16 of the other platform 11 is provided for a reserve vehicle.
• Figure 15 is a provision comparable to that of Figure 9 of an intermediate station, but making use of switches 18 to deflect and reinsert vehicles 1 in the noria.
• Figure 16 is a provision comparable to Figure 14, but where the extraction and reinsertion of vehicles 1 disengaged for certain positions is done using a type of operating device (drawer, elevator, switch), and for other positions with different types.
• the normal landing / loading stations 15 have drawers 17 on one side, and a compensation station 16 on the other side of the contour is equipped with switches 18 with an auxiliary channel.
• FIGS. 17 and 18 show the automatic vehicle access system 1 at the landing / boarding stations 15.
• Each vehicle 1 is provided with a double-leaf door 21, and the landing / loading location of each station. 15 comprises a landing door 22 also double leaf.
• Forks 24 in the form of lyres are integral with the landing doors 22, and drive vertical pins 23 fixed above the doors 21 of the vehicles 1 to ensure their opening and closing at given times controlled by the automaton.
• these platforms can be provided stationary.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Elevator Control (AREA)
• Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Stored Programmes (AREA)
• Management, Administration, Business Operations System, And Electronic Commerce (AREA)
• Road Signs Or Road Markings (AREA)
• Mechanical Operated Clutches (AREA)
• Flexible Shafts (AREA)
• Tension Adjustment In Filamentary Materials (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Applications Claiming Priority (2)

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• 2006
  • 2006-04-04 FR FR0602930A patent/FR2899191B1/fr not_active Expired - Fee Related
• 2007
  • 2007-03-29 DE DE602007006648T patent/DE602007006648D1/de active Active
  • 2007-03-29 EP EP07731224A patent/EP2001721B1/de active Active
  • 2007-03-29 JP JP2009503609A patent/JP5209599B2/ja active Active
  • 2007-03-29 WO PCT/FR2007/000544 patent/WO2007118975A1/fr active Application Filing
  • 2007-03-29 US US12/294,556 patent/US7832339B2/en active Active
  • 2007-03-29 ES ES07731224T patent/ES2345517T3/es active Active
  • 2007-03-29 AT AT07731224T patent/ATE468259T1/de active
  • 2007-03-29 CA CA2646579A patent/CA2646579C/en active Active

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