EP3439937A2 - Movement system for moving cabins of an aerial transport facility using a pull cable, and corresponding method - Google Patents
Movement system for moving cabins of an aerial transport facility using a pull cable, and corresponding methodInfo
- Publication number
- EP3439937A2 EP3439937A2 EP17724853.1A EP17724853A EP3439937A2 EP 3439937 A2 EP3439937 A2 EP 3439937A2 EP 17724853 A EP17724853 A EP 17724853A EP 3439937 A2 EP3439937 A2 EP 3439937A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- belt
- slowing
- drive
- vehicle
- along
- 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.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims description 5
- 238000006073 displacement reaction Methods 0.000 claims description 64
- 230000000979 retarding effect Effects 0.000 claims description 46
- 230000001133 acceleration Effects 0.000 claims description 42
- 230000008878 coupling Effects 0.000 claims description 27
- 238000010168 coupling process Methods 0.000 claims description 27
- 238000005859 coupling reaction Methods 0.000 claims description 27
- 238000009434 installation Methods 0.000 claims description 15
- 238000010586 diagram Methods 0.000 description 12
- 230000007423 decrease Effects 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
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
- B61B12/10—Cable traction drives
- B61B12/105—Acceleration devices or deceleration devices other than braking devices
Definitions
- the present invention relates to a displacement system for moving vehicles of an aerial transport installation by tractor cable when the vehicles are disengaged from the towing cable.
- Tractor cable air transport installation comprises, in a known manner:
- a closed loop traction cable defining a forward path and a return path
- each displacement system being configured to move the vehicles in the respective end station when these vehicles are disengaged from the towing cable.
- Each movement system comprises a slowing device configured to slow the disengaged vehicles of the towing cable to allow passengers to get in or out of vehicles, and an acceleration device configured to accelerate vehicles previously slowed down so that they can be coupled again to the towing cable.
- the deceleration and acceleration devices are each provided with a plurality of tires configured to cooperate with the coupling devices of the vehicles so as to respectively slow down and accelerate them.
- a major disadvantage of such slowing and acceleration devices lies in the fact that the pressure of the tires must be regularly checked for safety reasons, which entails high maintenance costs.
- such tires have rapid wear and therefore must be replaced frequently, which further increases the costs of the air transport facility.
- the present invention aims to remedy these disadvantages.
- the technical problem underlying the invention is therefore to provide a displacement system for an air transport installation which is simple and economical structure, while ensuring a high capacity of the air transport facility.
- the present invention relates to a displacement system for moving vehicles of an aerial transport installation by tractor cable when the vehicles are disengaged from the towing cable, the displacement system comprising:
- a slowing device intended to be arranged in a station of the air transport installation and configured to slow down disengaged vehicles of the towing cable along a slowing path, the slowing device comprising at least a first slowing belt; and a second slowing belt, the first slowing belt being configured to cooperate with and slowing a vehicle along a first portion of the slowing path, the second slowing belt being configured to cooperate with and slowing a vehicle along a second part of the slowdown trajectory,
- a first driving device comprising a first driving motor configured to drive the first slowing belt at a first variable speed of movement
- a second driving device comprising a second driving motor configured to drive the second slowing belt at a second variable speed of displacement.
- Such a configuration of the deceleration device makes it possible to simultaneously slow down two vehicles along the slowdown trajectory, namely a first vehicle along the first part of the slowdown trajectory via the first retardation belt and a second vehicle. vehicle along the second part of the slowing path through the second slowing belt.
- the displacement system according to the invention makes it possible to significantly increase the capacity of the air transport installation.
- the displacement system may further have one or more of the following features, taken alone or in combination.
- the second slowing belt is disposed in the extension of the first slowing belt.
- the first and second slowing belts are arranged to allow a transfer of a vehicle from the first slowing belt to the second slowing belt.
- the first and second slowing belts extend in the same direction of extension.
- the first and second slowing belts extend substantially parallel.
- the slowdown trajectory is rectilinear.
- the slowing device comprises a first driving pulley and a first driven pulley configured to support the first slowing belt, and a second driving pulley and a second driven pulley configured to support the second retardation belt, the first drive motor being rotatably coupled to the first drive pulley, the second drive motor being rotatably coupled to the second drive pulley.
- the first and second slowing belts respectively comprise a first notched drive surface and a second notched drive surface, the first and second notched drive surfaces being configured to cooperate with the vehicles to slow down.
- the displacement system comprises a control device configured to control the first and second drive devices, and more particularly the first and second drive motors.
- control device is configured to control the first and second training devices, and more particularly the first and second drive motors, depending on the position of a vehicle along the slowing path.
- control device is configured to communicate wirelessly with the first and second training devices, for example by Wifi or Bluetooth.
- control device comprises for example an electronic card integrating a microprocessor, and may for example be a central unit of a PC.
- the control device comprises a single control unit configured to control the first and second drive devices, and more particularly the first and second drive motors.
- the control device comprises a first control unit configured to control the first drive device, and a second control unit configured to control the second drive device, the first and second control units being configured to communicate with each other.
- control device is configured to control the first and second drive devices, and more particularly the first and second drive motors, so that when a vehicle is transferred from the first slowing belt to the second slowing belt, the first and second slowing speeds are substantially identical.
- the control device is configured to control the first and second drive devices, and more particularly the first and second drive motors, so that when a vehicle is transferred from the first slowing belt to the second slowing belt, the first and second slowing speeds are between 2.5 and 3.5 m. s _1 , and for example equal to about 2 m. s 1 .
- control device is configured to control the first drive device, and more particularly the first drive motor, so that the first displacement speed gradually decreases during a first drive. moving a vehicle along the first part of the path of travel.
- control device is configured to control the second drive device, and more particularly the second drive motor, so that the second moving speed gradually decreases during a movement of a vehicle along the second part of the path of travel.
- the control device is configured to control the first drive device, and more particularly the first drive motor, so that the first displacement speed varies between a first primary value and a second primary value less than the first primary value, during a movement of a vehicle along the first part of the movement path, and the control device is further configured to control the second training device , and more particularly the second drive motor, so that the second displacement speed varies between a first secondary value less than or equal to the first primary value and a second subvalue lower than the first secondary value, during a second moving a vehicle along the second part of the path of travel.
- the control device is configured to control the first drive device, and more particularly the first drive motor, so that the first displacement speed varies between a first value between 5 and 7 m. s _1 , and for example about 6 m. s _1 , and a second value between 2.5 and 3.5 m. 1 , and for example about 3 m.sup.-1 , during a movement of a vehicle along the first part of the path of travel.
- the control device is configured to control the second drive device, and more particularly the second drive motor, so that the second displacement speed varies between a first value between 2 and 4 m. s _1 , and for example about 3 m. s "1 , and a second value between 0 and 1.5 ms " 1 , and for example about 1 ms "1 , during a movement of a vehicle along the second part of the trajectory of displacement.
- the control device is configured to control the second drive device, and more particularly the second drive motors, so that when a vehicle reaches an end zone in the second part of the slowdown path opposite to the first part of the slowing path, the second speed of displacement is between 0 and 1.5 ms 1 .
- the control device is configured to control the first drive device, and more particularly the first drive motor, so that when a vehicle is transferred from the towing cable to the first slowing belt, the first speed of displacement is substantially identical to the speed of movement of the towing cable.
- the speed of movement of the towing cable is between 6 and 8 m. s 1 .
- the displacement system comprises a guide element extending along the first and second retarding belts, the guide element being configured to guide the vehicles slowed down by the first and second belts. slow down along the slowdown path.
- the guide element comprises a guiding portion which is substantially straight and which extends along the first and second slowing belts.
- the guide portion extends below the first and second slowing belts.
- the slowing device comprises a first set of tensioning devices configured to tension the first slowing belt, and for example one strand of the first slowing belt, and a second set of tensioning devices configured to tension the second slowing belt, and for example one strand of the second slowing belt.
- each tensioning device is disposed at least partly between the two strands of a respective one of the first and second slowing belts.
- each tensioning device is configured to exert a force on an inner surface of a strand of a respective one of the first and second retarding belts, and more particularly on the inner surface. the strand of a respective one of the first and second slowing belts which is intended to cooperate with a vehicle.
- the tensioning devices of the first set are distributed, for example regularly distributed, along the first slowing belt
- the tensioning devices the second set are distributed, for example regularly distributed, along the second belt slowdown.
- each tensioning device comprises a tensioning roller configured to cooperate with an inner surface of a respective one of the first and second slowing belts.
- Each tensioning roller is preferably rotatably mounted about a substantially horizontal axis of rotation.
- each tensioning device comprises a support member pivotally mounted about a substantially horizontal axis of pivoting, each respective tensioning roller being rotatably mounted on the element of rotation. respective support.
- each tensioning device comprises a biasing element configured to urge the respective support element towards a tensioning position in which the respective tensioning roller exerts a force on the inner surface of a respective one of the first and second retarding belts.
- Each biasing element may for example be a drive motor, a torsion spring or any other suitable element.
- the displacement system further comprises:
- an acceleration device intended to be arranged in the station of the air transport installation and configured to accelerate vehicles disengaged from the towing cable along an acceleration path
- the acceleration device comprising at least a first an acceleration belt and a second acceleration belt, the first acceleration belt being configured to cooperate with and accelerate a vehicle along a first portion of the acceleration path, the second acceleration belt being configured to cooperate with and accelerate a vehicle along a second part of the acceleration trajectory,
- a third drive device configured to drive the first acceleration belt at a third variable displacement speed
- a fourth driving device configured to drive the second acceleration belt at a fourth variable displacement speed.
- the present invention further relates to an aerial transport installation tow cable, comprising:
- the coupling device of each vehicle comprises a driving element, for example a slider or driving crosspiece, configured to cooperate with the first and second slowing belts of the displacement system. .
- the tensioning devices of the first set are configured to support the first slowing belt on the driving element of a vehicle during slowing down of the vehicle along the first part. of the slowing path, and the tensioning devices of the second set are configured to support the second slowing belt on the driving element of a vehicle during the slowing down of said vehicle along the second part of the trajectory slowdown.
- each drive element comprises a plurality of notches configured to cooperate with notches of the first and second notched drive surfaces.
- the driving elements and the first and second toothed driving surfaces are configured such that the space between two adjacent notches of a driving element is adapted to receive two adjacent notches of each of the first and second notched drive surfaces.
- each driving element is configured such that, when the respective vehicle is transferred from the first slowing belt to the second slowing belt, said driving element cooperates respectively with the first and second slowing belts.
- each driving element extends substantially parallel to the extension direction of the first and second slowing belts, when the respective vehicle is driven by the first and second slowing belts.
- the first and second slowing belts are spaced from each other by a predetermined distance.
- the driving element is elongated, and has a length greater than the predetermined distance between the first and second slowing belts.
- each coupling device comprises at least one roller, the guide element being configured to guide the at least one roller of a coupling device when a slowdown of the respective vehicle along the slowdown path.
- each coupling device comprises a first clamping jaw and a second clamping jaw movably mounted relative to the first clamping jaw between a clamping position in which the first and second clamping jaws. are configured to grip the towing cable and a release position in which the first and second clamping jaws are configured to release the towing cable.
- each coupling device comprises an operating lever configured to actuate a displacement of the second clamping jaw between the clamping and release positions, the operating lever being mounted movably between a first position in which the respective second clamping jaw is in the clamping position, and a second position in which the respective second clamping jaw is in the release position.
- the displacement system comprises at least one disengagement rail extending along the first part of the deceleration path, the disengagement rail being configured to cooperate with a disengagement element / clutch mounted on the operating lever of the respective coupling device so as to cause a movement of said actuating lever to the second position.
- the displacement system comprises at least one clutch rail extending along the second part of the acceleration path, the clutch rail being configured to cooperate with the disengagement / clutch element mounted on the operating lever of the respective coupling device so as to cause a movement of said actuating lever to the first position.
- the present invention further relates to a method of moving to move vehicles of an air transport installation by tractor cable when the vehicles are disengaged from the towing cable, the moving method comprising the following steps:
- a slowing device disposed in a station of the air transport facility and configured to slow vehicles disengaged from the towing cable along a slowing path, the slowing device comprising at least a first slowing belt and a second slowing belt, the first slowing belt being configured to cooperate with and slowing down a vehicle along a first portion of the slowing path, the second slowing belt being configured to cooperate with and slowing down a vehicle along a second part of the slowdown trajectory,
- a first driving device comprising a first driving motor configured to drive the first slowing belt at a first variable speed of movement
- a second driving device comprising a second drive motor configured to drive the second slowing belt at a second variable speed of movement
- Figure 1 is a schematic top view of an air transport installation 2 towing cable.
- Figure 2 is a schematic side view of a slowing device belonging to the air transport facility of Figure 1.
- Figure 3 is a partial perspective view of the slowing device of Figure 3.
- Figures 4 and 5 are perspective views respectively of a first and a second slowing belt belonging to the slowing device of Figure 3.
- Figure 6 is a partial view from above of the slowing device of Figure 3.
- Figure 7 is a side view of the slowing device of Figure 3.
- Figure 8 is a partial front view of the slowing device of Figure 3.
- Figure 9 is an enlarged view of a detail of Figure 8.
- Figure 10 is a perspective view of a coupling device provided on a vehicle of the air transport installation of Figure 1.
- Figure 11 is a schematic side view of an acceleration device belonging to the air transport facility of Figure 1.
- FIG. 12 is a diagram showing the variations, as a function of time, of the speed of displacement of a first retarding belt belonging to the retarding device of FIG. 3.
- FIG. 13 is a diagram showing the variations, as a function of time, of the speed of displacement of a second retarding belt belonging to the deceleration device of FIG. 3.
- FIGS 1 to 11 show an air transport facility 2 towing cable.
- the air transport facility 2 comprises in particular stations 3, for example two in number, a towing cable 4, in a closed loop and defining a forward and a return path, and a plurality vehicles 5, such as gondolas or chairlifts, arranged to be coupled to the towing cable 4 so as to be moved by the latter between the stations 3 and along the outward and return paths.
- the towing cable 4 can advantageously be a carrier-tractor cable, that is to say a carrier cable arranged to support the vehicles 5 during their movements between the stations 3.
- each vehicle 5 comprises, in particular, a coupling device 6, also called a coupling clamp, intended to couple the respective vehicle 5 to the towing cable 4.
- a coupling device 6 also called a coupling clamp
- Each coupling device 6 comprises a support body 7 connected to a hanger 8 supporting the respective vehicle 5.
- Each coupling device 6 also comprises a first clamping jaw 9 fixedly mounted by relative to the respective support body 7, and a clamping member 11 comprising a second clamping jaw 12, the clamping member 11 being hingedly mounted on the respective support body 7 between a clamping position (shown in Fig. 10) wherein the respective first and second clamping jaws 9, 12 are configured to grip the towing cable 4 so that the respective vehicle can be moved by the towing cable 4, and a release position (shown in Fig. 7). wherein the respective first and second clamping jaws 9, 12 are configured to release the towing cable 4.
- Each clamping member 11 is in particular moved to the release position at the entrance of a station 3 to provide a release of the respective vehicle 5, and therefore a disconnection of the respective vehicle 5 from the towing cable 4.
- Each coupling device 6 also includes an actuating lever 13 configured to actuate movement of the respective clamping element 11 between the clamping and releasing positions.
- the actuating lever 13 of each coupling device 6 is articulated on the respective support body 7 between a first position (shown in FIG. 10) in which the respective clamping element 11 is in the clamping position, and a second position (shown in Fig. 7) in which the respective clamping member 11 is in the release position.
- Each coupling device 6 also comprises a clutch / release roller 14 rotatably mounted on the respective operating lever 13, the operation of which will be explained below.
- Each coupling device 6 also comprises rolling rollers 15 rotatably mounted on the respective support body 7, and a driving element 16, for example a runner or crossbar, comprising a plurality of notches 17.
- a driving element 16 for example a runner or crossbar, comprising a plurality of notches 17.
- the air transport facility 2 further comprises displacement systems 18 each arranged in a respective station 3.
- Each displacement system 18 is more particularly configured to move vehicles 5, disengaged from the towing cable 4, in the station 3 respectively.
- each displacement system 18 comprises a slowing device 19 configured to slow, along a slowdown trajectory TR, vehicles 5 disengaged from the towing cable 4, so that passengers can be mounted. in or down slow-moving vehicles in an embarkation / disembarkation area arranged in the station 3 respectively and downstream of the respective deceleration device 19.
- the slowing path TR is advantageously rectilinear.
- Each slowing device 19 more particularly comprises a first slowing belt 21 configured to cooperate with and slowing down a vehicle 5 along a first portion TR of the slowing path TR, and a second slowing belt 22 configured to cooperate with and to slow down a vehicle 5 along a second part TR2 of the slowdown trajectory TR.
- the second retarding belt 22 is disposed in the extension of the first retarding belt 21, so that the first and second retarding belts 21, 22 extend substantially in the same direction of extension.
- the first and second retarding belts 21, 22 are advantageously arranged to allow a transfer of a vehicle 5 from the first retarding belt 21 to the second retarding belt 22.
- the first and second retarding belts 21, 22 respectively comprise an external toothed drive surface 23 and an external toothed drive surface 24.
- Each of the toothed drive surfaces 23, 24 is configured to cooperate with the notches 17 of a drive member 16 provided on a coupling device 16 of a vehicle 5 so as to slow down the latter.
- the driving elements 16 and the notched external driving surfaces 23, 24 are configured such that the space between two adjacent notches 17 of a driving element 16 is able on the one hand to receive two adjacent notches of the notched external drive surface 23 during the deceleration of a vehicle 5 along the first part TRI of the retardation trajectory TR, and secondly to receive two notches adjacent to the external toothed drive surface 24 when slowing down a vehicle 5 along the second portion TR2 of the deceleration path TR.
- each drive member 16 is configured such that when the respective vehicle is transferred from the first slowing belt 21 to the second slowing belt 22, said driving member 16 cooperates respectively with the first and second retarding belts 21, 22.
- each drive member 15 extends substantially parallel to the extension direction of the first and second belts of slowdown 21, 22, when the respective vehicle 5 is slowed by the first and second retarding belts 21, 22.
- each retarder 19 also includes a first drive pulley 25 and a first driven pulley 26 configured to support the first retardation belt 21, and a second drive pulley 27 and a second driven pulley 28 configured to support the second slowing belt 22.
- Each slowing device 19 further comprises a first drive motor 29 rotatably coupled to the first drive pulley 25 and configured to drive the first slowing belt 21 to a first variable displacement speed VI, and a second drive motor 31 rotatably coupled to the second drive pulley 22 and configured to drive the second retardation belt 22 at a second variable displacement speed V2.
- Each displacement system 18 further includes a controller 32 configured to control the respective first and second drive motors 29, 31 depending on the position of a vehicle 5 along the respective TR deceleration path.
- the control device 32 is configured to communicate wirelessly with the first and second drive motors 29, 31 respectively, and for example by Wifi or Bluetooth.
- Each control device 32 may for example be configured to control the respective first and second drive motors 29, 31 so that:
- the first moving speed VI is substantially identical at the speed of movement of the towing cable 4, which can be between 5 and 7 m. s 1 and for example equal to about 6 m. s "1 , so as to ensure a smooth transfer of a vehicle 5 of the towing cable 4 to the first slowing belt 21;
- the first moving speed VI gradually decreases to a value between 2.5 and 3.5 m. s _1 , and for example about 3 m. s "1 , and this so as to slow the vehicle 5 along the first portion TRI of the TR travel path; during the transfer of a vehicle 5 from the first retarding belt 21 to the second retarding belt 22, that is to say when the vehicle 5 is simultaneously in contact with the first and second retarding belts 21, 22 the first and second movement velocities VI, V2 are substantially identical and between 2.5 and 3.5 m. s _1 , and for example equal to about 3 m. s _1 ;
- the second moving speed V2 gradually decreases to 'at a value less than 1.5 m. 1 , and for example about 1 m.sup.-1 , and this so as to slow the vehicle 5 along the second portion TR2 of the TR movement path, to allow passengers to embark or off the vehicle 5 idle.
- Figures 12 and 13 show velocity diagrams showing the variations respectively of the first and second variable velocity rates VI, V2 (in m s1 ) of a deceleration device 19 as a function of time.
- the values indicated on these diagrams are given only as examples, and could of course varied according to the type of station (end stations or intermediate stations) and / or the type of vehicle (gondolas or chairlifts).
- each portion RI of the diagram of FIG. 12 corresponds to a slowing down phase of a vehicle 5 along the first portion TR of the retarding trajectory TR
- the portion TCol of the diagram of FIG. 12 corresponds to a transfer phase of a vehicle 5 from the first retarding belt 21 to the second retarding belt 22
- the portion Al of the diagram of FIG. 12 corresponds to a phase of increasing the first speed of displacement.
- VI so that the first slowing belt 21 reaches the speed of movement of the towing cable 4
- each portion TCal of the diagram of Figure 12 corresponds to a transfer phase of a vehicle 5 of the towing cable 4 to the first slowdown belt 21.
- each portion R2 of the diagram of FIG. 13 corresponds to a slowing down phase of a vehicle 5 along the second portion TR2 of the slowdown trajectory TR
- each portion T2 of the diagram of FIG. FIG. 13 corresponds to a transfer phase of a vehicle 5 of the second retarding belt 21 to a downstream zone of the vehicle system.
- each portion A2 of the diagram of FIG. 13 corresponds to an increase phase of the second moving speed V2 so that the second slowing belt 22 reaches a speed substantially identical to the speed of displacement of the first belt at the end of a slowdown phase RI of the latter
- the portion TCo2 of the diagram of FIG. 13 corresponds to a transfer phase of a vehicle 5 from the first retarding belt 21 to the second belt. slowing down 22.
- each slowing device 19 also comprises a first set of voltage devices 33 configured to tension the first slowing belt 21, and a second set of tensioning devices 34 configured to tension the second belt. slowing down 22 (see in particular FIGS. 3, 8 and 9).
- the tensioning devices 33, 34 are more particularly configured to ensure optimum cooperation between the notches of the notched external drive surfaces 23, 24 and the notches 17 of a coupling device 6 during the deceleration of the respective vehicle 5. along the TR deceleration path.
- the tensioning devices 33 are for example regularly distributed along the first retarding belt 21, and the tensioning devices 34 are for example regularly distributed along the second retarding belt 22.
- each tensioning device 33, 34 comprises a support member 33.1, 34.1 pivotally mounted about a substantially horizontal axis of pivoting, and a tensioning roller 33.2, 34.2 mounted free in rotation on the support element 33.1, 34.1 respective around a substantially horizontal axis of rotation.
- Each tensioning roller 33.2, 34.2 is configured to cooperate with an inner surface of a respective one of the first and second retarding belts 21, 22.
- each tensioning roller 33.2 is configured to exert a force on the inner surface of the strand of the first retarding belt 21 which is intended to cooperate with a vehicle 5 during its slowing down along the first portion TR of the retardation path TR
- each tensioning roller 34.2 is configured to exerting a force on the inner surface of the strand of the second retarding belt 22 which is intended to cooperate with a vehicle 5 during its deceleration along the second part TR2 of the retardation path TR.
- each tensioning device 33, 34 further comprises a biasing element 33.3, 34.3 configured to urge the respective support member 33.2, 34.2 to a tensioning position in which the tensioning roller 33.1 , 34.1 respective exerts a force on the inner surface of a respective one of the first and second retarding belts 21, 22.
- Each biasing element 33.3, 34.3 may for example be a drive motor, a torsion spring or any other appropriate element.
- Each displacement system 18 also has a guide rail 35 extending along the respective first and second retarding belts 21, 22.
- Each guide rail 35 is configured to support and guide the rollers 15 provided on the coupling device 6 of a vehicle 5 during a slowdown of the vehicle 5 along the retardation path TR.
- each guide rail 35 comprises a guide portion which is substantially straight and which extends below and along the first and second retarding belts 21, 22.
- each displacement system 18 further comprises an acceleration device 36 configured to accelerate, along an acceleration trajectory TA, vehicles 5 disengaged from the towing cable 4 and previously slowed down by the device each acceleration device 36 comprises a first acceleration belt 37 configured to cooperate with and accelerate a vehicle 5 along an axis of the vehicle.
- first portion TA1 of the acceleration path TA, and a second acceleration belt 38 configured to cooperate with and accelerate a vehicle 5 along a second portion TA2 of the acceleration path TA.
- the acceleration path TA is advantageously rectilinear.
- Each acceleration device 36 further includes a drive motor 39 configured to drive the first acceleration belt 37 at a third variable displacement speed, and a drive motor 41 configured to drive the second acceleration belt 38 at a fourth variable speed of displacement.
- Each acceleration device 36 also includes a controller 42 configured to control the respective drive motors 39, 41 depending on the position of a vehicle 5 along the respective TA acceleration path.
- acceleration device 36 is not described in detail since the latter is similar to the deceleration device 19 respective, apart from the fact that it accelerates the vehicles 5 for connection to the towing cable 4.
- Each displacement system 18 further comprises a disengagement rail (not shown in the figures) extending along the first portion TRI of the deceleration path TR.
- Each release rail is configured to cooperate with the disengagement / clutch element 14 of the coupling device 6 of a vehicle 5 so as to cause movement of the respective operating lever 13 towards the second position, and thus displacement. first and second clamping jaws in their release position, so as to allow disengagement of this vehicle 5 of the towing cable 4.
- Each displacement system 18 also includes a clutch rail (not shown in the figures) extending along the second portion TA2 of the acceleration path TA.
- Each clutch rail is configured to cooperate with the disengagement / clutch element 14 of the coupling device 6 of a vehicle 5 so as to cause movement of the respective operating lever 13 to the first position, and therefore a moving the respective first and second clamping jaws to their clamping position to allow coupling of the vehicle 5 to the towing cable 4.
- the invention is not limited to the sole embodiment of this displacement system, described above as an example, it encompasses all the variants.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
- Control And Safety Of Cranes (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1652966A FR3049547B1 (en) | 2016-04-05 | 2016-04-05 | DISPLACEMENT SYSTEM FOR MOVING VEHICLES IN A TRACTOR CABLE AIR TRANSPORT FACILITY |
PCT/FR2017/050807 WO2017174933A2 (en) | 2016-04-05 | 2017-04-05 | Movement system for moving cabins of an aerial transport facility using a pull cable |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3439937A2 true EP3439937A2 (en) | 2019-02-13 |
EP3439937B1 EP3439937B1 (en) | 2020-11-18 |
Family
ID=56263894
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17724853.1A Active EP3439937B1 (en) | 2016-04-05 | 2017-04-05 | Movement system for moving cabins of an aerial transport facility using a pull cable, and corresponding method |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3439937B1 (en) |
FR (1) | FR3049547B1 (en) |
WO (1) | WO2017174933A2 (en) |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1401291A (en) * | 1964-04-15 | 1965-06-04 | Neyrpic Ets | Device for receiving cable cars at the station |
DE2645455C3 (en) * | 1976-10-08 | 1981-10-22 | Habegger, Willy, Hünibach | Device for accelerating or decelerating vehicles on a cable car |
FR2730691B1 (en) * | 1995-02-21 | 1997-04-25 | Reel Sa | DEVICE FOR VARIING THE SPEED OF VEHICLES IN AN AIR TRANSPORTATION SYSTEM BY CABLE (S) |
AT12625U1 (en) * | 2010-10-18 | 2012-09-15 | Innova Patent Gmbh | CABLE CAR SYSTEM |
-
2016
- 2016-04-05 FR FR1652966A patent/FR3049547B1/en not_active Expired - Fee Related
-
2017
- 2017-04-05 EP EP17724853.1A patent/EP3439937B1/en active Active
- 2017-04-05 WO PCT/FR2017/050807 patent/WO2017174933A2/en active Application Filing
Also Published As
Publication number | Publication date |
---|---|
FR3049547B1 (en) | 2019-07-05 |
EP3439937B1 (en) | 2020-11-18 |
FR3049547A1 (en) | 2017-10-06 |
WO2017174933A3 (en) | 2018-03-08 |
WO2017174933A2 (en) | 2017-10-12 |
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