EP3650300B1 - Seilbahnanlage die eine struktur zum kurvenfahrt umfasst - Google Patents

Seilbahnanlage die eine struktur zum kurvenfahrt umfasst Download PDF

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Publication number
EP3650300B1
EP3650300B1 EP18205797.6A EP18205797A EP3650300B1 EP 3650300 B1 EP3650300 B1 EP 3650300B1 EP 18205797 A EP18205797 A EP 18205797A EP 3650300 B1 EP3650300 B1 EP 3650300B1
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EP
European Patent Office
Prior art keywords
cable
section
entry
radioid
exit
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EP18205797.6A
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English (en)
French (fr)
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EP3650300A1 (de
Inventor
Simon Gavoty
Stéphane Coudurier
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
Eiffage Metal SAS
Original Assignee
Poma SA
Eiffage Metal SAS
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.)
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Publication date
Application filed by Poma SA, Eiffage Metal SAS filed Critical Poma SA
Priority to ES18205797T priority Critical patent/ES2909597T3/es
Priority to EP18205797.6A priority patent/EP3650300B1/de
Priority to CA3118661A priority patent/CA3118661A1/fr
Priority to PCT/EP2019/080607 priority patent/WO2020099247A1/fr
Priority to US17/292,486 priority patent/US20220105964A1/en
Publication of EP3650300A1 publication Critical patent/EP3650300A1/de
Application granted granted Critical
Publication of EP3650300B1 publication Critical patent/EP3650300B1/de
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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
    • B61B12/026—Guiding means for deflecting the direction of the cables between the stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B7/00—Rope railway systems with suspended flexible tracks
    • B61B7/02—Rope railway systems with suspended flexible tracks with separate haulage cables

Definitions

  • the invention relates to an aerial cable transport installation comprising at least one hauling cable, at least one carrier cable, one or more vehicles and an overhead structure, the overhead structure comprising an inlet and an outlet which are respectively connected to a upstream section and a downstream section of an aerial cable transport line which each extend in a generally rectilinear manner, at least in projection in a horizontal plane, these upstream and downstream sections being connected to each other by an intermediate section curved in this horizontal plane, the structure further comprising at least one lateral guide which acts on at least a first portion of the intermediate section.
  • Structures of this type are used in particular for mutually connecting an upstream line section and a downstream line section which each extend according to a rectilinear template, in projection in a horizontal plane, when these respective templates form an angle one by one. with respect to the other in this horizontal plane, or horizontal angle.
  • such structures are used to guide an intermediate portion of the line according to a bend template.
  • FR2882321 describes a high-speed boarding station for an aerial cable transport installation with continuous scrolling and disengageable seats, which comprises a transfer path for guiding and transporting the seats uncoupled from the towing carrier cable, the transfer path being subdivided into a supply section, a starting section parallel to the supply section, and an intermediate section curved at 180 °, connecting the supply section to the starting section.
  • the intermediate section comprises a first contour and a second contour of different curvatures, the second contour associated with the starting section being formed by a portion of a spiral having a radius of curvature greater than that of the first contour associated with the supply section.
  • the transfer path is between two transport paths of the installation, which are parallel to each other.
  • the feed section is connected to one of these tracks while the outgoing section is connected to the other.
  • the seats travel the transfer path at reduced speed, typically at a speed of around 0.5 meter per second, allowing the skiers to embark on the march. This embarkation is planned in the vicinity of the connection with a straight line of the starting section. This results in an improvement in the behavior of the seat before boarding, and boarding flexibility with a high capacity.
  • the installation in question cannot therefore be used in an urban or peri-urban environment, where space constraints are important and dual-cable cable cars are preferred.
  • the cableway installations must be efficient, which implies that the vehicles can be moved quickly along the line, without compromising the comfort of their passengers.
  • FR 3 052 131 A1 discloses an urban cable car installation whose traffic lane comprises bypass segments configured so as to make vehicles take turns. On these segments, deflection rollers guide the towing cable, while two rails guide the vehicles. The passage of the supporting cables is done by means of respective rolling means, arranged in different tracks or heights. These supporting cables are anchored to the ground at each transition between crossing segment and bypass segment. Such anchors involve deflecting the supporting cables vertically towards the ground.
  • EP 2 853 460 A1 discloses carrier cables of a cable car installation which extend, in the vicinity of a pylon, in a curved manner, while the towing cable is guided by means of rollers.
  • These supporting cables are deflected, quite simply, by means of a cable support shoe in an arc of a circle, arranged in a slightly inclined plane by relative to the vertical.
  • this shoe supports them vertically.
  • the shoe must deflect them vertically in a significant way. As a result, the installation is limited to small, even very small, deviations.
  • the invention aims to improve this situation.
  • An aerial cable transport installation according to claim 1 is provided.
  • An aerial cable transport installation is also proposed comprising at least one structure as proposed above.
  • An installation for transporting vehicles by cables here of the cable car type, comprises a transport line with a first traffic lane, or outbound lane, along which extend at least one carrier cable 3A and a first strand of a tractor cable, or strand to go 5A.
  • the installation comprises an overhead structure 7 which participates in maintaining at least a portion of the carrying cable 3A and of the going strand 5A in the air, according to a line template.
  • This aerial structure is here supported by a plurality of masts 8.
  • the installation here further comprises an additional carrying cable, or second carrying cable 9A, which extends along the outward track and is also held in the air. , in part at least, by structure 7.
  • the transport line of the cable car installation further comprises a second traffic lane, or return lane, similar to the outbound lane.
  • a second traffic lane or return lane
  • the transport line of the cable car installation further comprises a second traffic lane, or return lane, similar to the outbound lane.
  • this return path extend cables that are homologous to the cables of the outward path, namely a first carrying cable 3B, a second strand of the pulling cable, or return strand 5B, and a second carrying cable 9B.
  • the first carrier cable 3B, the return strand 5B and the second carrier cable 9B of the return path are held in the air, according to the line template, at least partly by the structure 7.
  • the structure 7 also ensures a directional deflection, at least lateral, of the cables of the forward track between an upstream portion and a downstream portion which extend in a generally rectilinear manner, at least in the vicinity of the structure 7, in projection in a horizontal plane at least.
  • the line template thus comprises a bending portion which connects two portions of this template which extend in a generally rectilinear manner, at least in projection in a horizontal plane.
  • structure 7 guides the cables of the forward track in the bending portion of the line template.
  • the structure 7 further ensures a directional deflection of the cables of the return path between an upstream portion which generally extends parallel to the downstream portion of the outward path and a downstream portion which generally extends in such a manner. parallel to the upstream portion of the forward track.
  • the structure 7 also guides the cables of the return track in a cornering portion of the line template, this cornering portion being the same as the cornering portion of the outbound track.
  • the structure 7 deflects the cables of the outward path and the return path in a generally horizontal plane.
  • the structure 7 achieves a horizontal deviation of the line, without vertical deviation.
  • the carrier cable 3A comprises an upstream portion 3A-1 which extends along a first portion of the line template and a downstream portion 3A-2 which extends along a second portion of the line template.
  • the first portion of the line template and the second portion thereof extend in a generally rectilinear manner, at least in the vicinity of the structure 7 and in projection on a horizontal plane.
  • the first portion of the line template and the second portion thereof extend in a substantially horizontal plane and are mutually inclined therein, at an angle Alpha 11.
  • the downstream portion 3A-2 of the first cable carrier 3A is inclined at an angle Alpha 11 relative to the upstream portion 3A-1 of this cable. In the example shown here, the angle Alpha 11 is approximately 30 degrees.
  • the going strand 5A of the towing cable extends generally parallel to the first carrying cable 3A and to the second carrying cable 9A.
  • the outbound strand 5A comprises an upstream portion 5A-1 and a downstream portion 5A-2 which is inclined horizontally by the angle Alpha 11 relative to its upstream portion 5A-1
  • the second carrying cable 9A comprises an upstream portion 9A-1 and a downstream portion 9A-2 which is inclined horizontally the angle Alpha 11 with respect to its upstream portion 9A-1.
  • the structure 7 ensures the deflection of an upstream portion of the return path towards a downstream portion of this path, in particular an upstream portion 5B-1 of the return strand 5B towards a downstream portion 5B-2, an upstream portion 3B-1 to a downstream portion 3B-2 of the third carrier cable 3B and an upstream portion 9B-1 to a downstream portion 9B-2 of the fourth carrier cable 9B.
  • a bend structure for example structure 7 of the figures 1 and 2 , comprises a vehicle guidance interposed between an upstream portion of a traffic lane, for example the outbound lane, generally rectilinear and a downstream portion thereof generally rectilinear and inclined horizontally with respect to the upstream portion, for example of the angle Alpha 11 shown on the figures 1 and 2 .
  • the vehicle guidance comprises a curved rail 100 which extends along the cornering portion of the line template.
  • each vehicle 200 which travels on the outbound track engages on the curved rail 100, at a first end thereof.
  • the vehicle 200 disengages from the curved rail 100, at a second end thereof, opposite to the first.
  • the curved rail 100 guides the vehicle laterally.
  • the turn structure further includes a vehicle track 200, which connects the upstream portion of the taxiway to the downstream portion.
  • the runway comprises a first curved beam, or outer beam 300, which connects an upstream portion of a carrying cable, for example the upstream portion 3A-1 of the first carrying cable 3A of the cables.
  • figures 1 and 2 at its downstream portion, for example the downstream portion 3A-2.
  • the runway here further comprises a second curved beam, or inner beam 400, homologous to the outer beam 300 for an additional load-bearing cable of the traffic lane, for example the second load-bearing cable 9A of the outbound lane on the tracks. figures 1 and 2 .
  • the vehicle 200 On entering a bend, at least close to the latter, the vehicle 200 disengages from the carrier cable (s), for example the first carrier cable 3A and the second carrier cable 9A of the forward track, to roll on the track. , here on an upper face of the outer beam 300 and an upper face of the inner beam 400. As it rolls along this path, the vehicle 200 is guided laterally, in a curved path, by means of the rail curve 100.
  • the runway, and in particular the outer beam 300 and the inner beam 400 does not contribute, at least in this exemplary embodiment, to the lateral guidance of the vehicle 200 in the bend.
  • the outer beam 300 and the inner beam 400 further maintain their respective carrier cable in the line template, not only on the upstream and downstream portions thereof, but also on the curved intermediate portion.
  • the outer beam 300 and the inner beam 400 help to keep their respective cables in the air. These beams 300 and 400 also guide their respective cables laterally, according to the trajectory of the turn.
  • the turn structure further includes a deflection mechanism for the tow rope, for example the outbound strand 5A of the figures 1 and 2 between an upstream portion 5A-1, and a downstream portion 5A-2, mutually inclined in a horizontal plane.
  • This deflection mechanism comprises a set of guide elements 500 distributed along the trajectory of the bend and which act on an intermediate portion 5A-3 of the going strand 5A of the towing cable. These elements 500 contribute to maintaining and guiding the going strand 5A in its line template, at least on its intermediate portion 5A-3.
  • the deflection mechanism acts in a horizontal plane only.
  • a support 600 typically comprising one or more rotatably mounted rollers, which contributes to keeping the towing cable in the air, in this case supporting it, on a holding structure of the type of structure 7 of figures 1 and 2 .
  • the inner beam 400, the outer beam 300, the curved rail 100 and the intermediate portion 5A-3 of the going strand 5A of the towing cable extend generally parallel to each other in the bend.
  • a portion of the going strand 5A of the towing cable adjacent to the generally straight upstream portion 5A-1 of this strand, or entry portion 5A-31 is guided according to a profile that follows a portion of a clothoid.
  • the entry portion 5A-31 ends at mark B5 on the figure 5 .
  • a portion of the outbound strand 5A of the towing cable adjacent to the generally straight downstream portion 5A-2 of this strand, or exit portion 5A-32, is guided along a profile which follows a portion of spiral.
  • the output portion 5A-32 begins at mark C5 on the figure 5 .
  • the output portion 5A-32 is symmetrical to the input portion 5A-31.
  • a junction portion 5A-33 of the going strand 5A of the towing cable (from reference B5 to reference C5) is guided along a profile which follows an arc of circle.
  • the radius RO of this circle corresponds to the radius of the spiral profile at an adjacent end of the entry portion 5A-31.
  • This radius RO also corresponds to the radius of the spiral profile at an adjacent end of the outlet portion 5A-32.
  • Each portion which follows a spiral profile ensures a continuous transition between an infinite radius of curvature, corresponding to an upstream or downstream rectilinear portion, and the radius of curvature RO of the junction portion 5A-33.
  • the guiding of the going strand 5A of the towing cable is for example produced by elements of the type of guide elements 500 of the figures 3 and 4 , distributed over the profile in question.
  • the vehicle 200 is engaged on the forward strand 5A of the towing cable by means of an attachment 202 which is located substantially to the right of the center of inertia of the vehicle 200.
  • This center of inertia thus follows a corresponding trajectory. to the profile of the towing cable 5, in particular on the bend.
  • the curved rail 100 provides lateral guidance for the vehicle 200.
  • the curved rail 100 is offset orthogonally with respect to the profile of the outward strand 5A of the towing cable.
  • the curved rail 100 guides the vehicle 200 in the bend along a path such as the center of inertia of the vehicle 200 follows the profile of the outgoing strand 5A of the towing cable on its curved portion 5A-3.
  • the curved rail 100 comprises a first section, or entry section 102, homologous to the entry portion 5A-31 of the towing cable 5.
  • the entry section 102 is generally shaped. along a portion of a pseudo-spiral, that is to say along a curve resulting from an orthogonal shift of a portion of a spiral.
  • the spiral portion in question corresponds to the spiral profile of the input portion 5A-31 of the outgoing strand 5A of the towing cable.
  • This orthogonal offset substantially corresponds to the orthogonal offset between the outward strand 5A of the towing cable and the curved rail 100.
  • the curved rail 100 comprises a second section, or output section 104, homologous to the output portion 5A-32 of the going strand 5A of the towing cable.
  • the output section 104 is generally shaped along a pseudo-spiral portion, resulting from the orthogonal offset of the output section 5A-32 of the going strand 5A of the towing cable.
  • the inlet section 102 and the outlet section 104 are mutually symmetrical.
  • the curved rail 100 comprises an intermediate section 106, one end of which connects to the inlet section 102 and one end opposite to the outlet section 104.
  • the intermediate section 106 is counterpart of the junction portion 5A-33 of the outgoing strand 5A of the towing cable.
  • the intermediate section 106 is shaped according to an arc of a circle which results from the orthogonal offset of the junction section 5A-33 of the going strand 5A of the towing cable.
  • the curved rail 100 is extended on the side of its entry section 102 (upstream of mark A5) and on the side of its outlet section 104 (downstream of mark D5) into a first straight section 108 and a second section right 110 respectively.
  • the rail has a profile look. It can be produced at least in part by bending of variable radius or by forging, so as to bend the profile according to the portions described. It can also be produced by assembling abutting profiled elements so as to follow the portions in question as closely as possible. Where appropriate, at least some of these elements can be bent. The radius of the bend can be determined so as to best follow these portions. At least some of these elements can themselves be reconstituted welded sections.
  • the outer beam 300 and the inner beam 400 each include an entry section 302 or 402 (from mark A300 to mark B300 for one, from mark A400 to mark B400 for the other), homologous to entry section 5A -31 of the outgoing strand 5A of the towing cable.
  • Each entry section 302, 402 generally extends along a portion of a pseudo-spiral, that is to say along a curve resulting from an orthogonal shift of a portion of a spiral.
  • the spiral portion in question corresponds to the spiral of the entry section 5A-31 of the outbound strand 5A of the towing cable.
  • This orthogonal offset corresponds substantially to the orthogonal offset between the forward strand 5A of the towing cable and the first carrying cable 3A of the outgoing track on the one hand, and, on the other hand, the outgoing strand 5A of the towing cable and the second carrying cable. 9A of the forward lane, upstream and downstream of the turn.
  • the outer beam 300 and the inner beam 400 each comprise an outlet section 304 or 404 (from reference C300 to reference D300 for one, from reference C400 to reference D400 for the other), homologous to the section of output 5A-32 of the outgoing strand 5A of the towing cable.
  • Each output section 304, 404 generally extends along a pseudo-spiral portion resulting from the orthogonal offset of the output section 5A-32 of the forward strand 5A of the towing cable.
  • the outer beam 300 and the inner beam 400 each further comprise an intermediate section 306 or 406 (from reference B300 to reference C300 for one, from reference B400 to reference C400 for the other) which connects to a end, to the input section 302 or 402 of the beam, and, at an opposite end, to its output section 304 or 404.
  • Each intermediate section 306 or 406 extends according to an arc of a circle which results from the orthogonal offset of the junction section 5A-33 of the outgoing strand 5A of the towing cable.
  • the outer beam 300 and the inner beam 400 each extend on the side of their entry section 302 or 402 (upstream of the A300 mark for one, and A400 for the other) and on the side of their outlet section 304 or 404 (downstream of the D300 mark for one and of the reference D400 for the other) in a first straight section 308 or 408 and a second straight section 310 or 410 respectively.
  • the outer beam 300 and the inner beam 400 can be manufactured like the curved rail 100, in particular by bending, forging or assembly of bent elements.
  • the first straight section 308 of the outer beam 300 and the first straight section 408 of the inner beam 400 each have an upper face on which two longitudinal segments stand out.
  • first segment 412 On a first segment 412, close to the upstream portion of the transport path, the upper face of the inner beam 400 is arranged as a cable support, here the upstream portion 9A-1 of the second carrying cable 9A of the outward path.
  • the first segment 412 is arranged as a portion of what is called a carrier shoe in the art.
  • the upper face of the first segment 412 is shaped as a half-arch, which rises in the direction of the downstream portion of the track.
  • the internal beam 400 is arranged so as to gradually deflect the second carrying cable 9A downwards on the upper face of this second segment 414.
  • This upper face of the second segment is further arranged as a rolling surface for the vehicle 200.
  • the first straight section 408 of the interior beam 400 is produced here from an elongated beam element 416.
  • the portion of this element which corresponds to the second segment 414 has an upper face shaped as an inclined plane which decreases from the upper face corresponding to the first segment 412.
  • the beam element 416 On the portions corresponding to the first segment 412 and to the second segment 414, the beam element 416 carries, on the upper face, a cable trim 418 which receives the second carrying cable 9A.
  • This second carrier cable 9A substantially follows the upper face of the beam element 416.
  • this beam element 416 is connected to one end of the rest of the internal beam 400 by providing a passage for the second carrying cable 9A.
  • the end of the rest of the inner beam 400 is here shaped as a bevel.
  • the second carrier cable 9A follows the beam element 416, which brings it to the underside of the inner beam 400.
  • guide elements 419 in the form of cable packing segments, hold the intermediate portion 9A- 3 of the second carrier cable 9A in the cornering portion of its line template.
  • the upper face of the inner beam 400 comprises a running surface 420, which here partly covers at least the upper face of one or more profiled elements assembled to form at least part of the inner beam 400. At one of its ends, this flat 420 stops near the top of the first segment 412. There, the upper face of the flat 420 extends in a plane very slightly inclined and rising as one moves towards the downstream end of the second segment 414. Near this end, the upper face of the running surface reaches its apex, that is to say its constant altimetry along the bend. From this top to the end of the rest of the interior beam, the flat 420 extends to the same height.
  • the flat 420 is made in several sections, namely a first section 420-1 which substantially corresponds to the first beam element 416, a second section 420-2 which corresponds substantially to a second beam element. homologous beam of the first beam element 416 for the second straight section 410 and a third section 420-3 which extends over the greater part of the inner beam 400 and connects to the first section 420-1 of the flat 420 and to the second section 420-2 thereof.
  • two transition angles 421, arranged symmetrically on either side of the cable lining 418, have a substantially horizontal narrow running surface at their respective top.
  • the outer beam 300 is arranged in a homologous manner to the inner beam 400.
  • the elements of the outer beam bear the reference of their counterpart of the inner beam 400 minus one hundred.
  • the vehicle 200 When it engages on the bend structure 7, the vehicle 200 first rolls over the upstream portions 3A-1 and 9A-2 of the first carrying cable 3A and of the second carrying cable 9A of the forward track via main rollers (not visible in these figures). These upstream portions are supported by the first straight sections 308 and 408 of the outer beam 300 and the inner beam 400, respectively, until near the upstream end of the second segments 314 and 414, the rim of these Main rollers are flush with the running surfaces of transition angles 321 and 421. As vehicle 200 moves along second segments 314 and 414, the main rollers disengage from first carrier cable 3A and second carrier cable 9A of the track go, because the latter are gradually deflected downwards.
  • the vehicle 200 then rolls on the transition angles 321 and 421, until, near the downstream end of the second segments 314 and 414, auxiliary rollers of the vehicle 200 (not visible in these figures) are flush with the plane slightly inclined from the first sections 320-1 and 420-1 of the runways 320 and 420. From there, and all the way through the intermediate sections 306 and 406 of the outer beam 300 and the inner beam 400, the vehicle 200 drives on the rolling plates 320 and 420 by means of these auxiliary rollers.
  • the second segment 314 of the first rectilinear segment 308 of the outer beam 300, and its counterpart 414 of the inner beam 400 form a transition zone between a rolling of the vehicle 200 on the supporting cables and a rolling on the path formed by the rest.
  • the curved rail 100 It is important that the vehicle 200 engages the curved rail 100 substantially when it disengages from the supporting cables. This is why the curved rail 100 begins in the vicinity of where the carrying cables are deflected downwards on the first straight sections 308 and 408.
  • the second rectilinear sections 310 and 410 of the outer beam 300 and the inner beam 400 are arranged in a homologous and symmetrical manner with the first straight sections 308 and 408 of these beams.
  • the vehicle 200 again engages the supporting cables.
  • the carriage 205 comprises a pair of auxiliary rollers 204 here each rolling on a respective runway 320 or 420 of the outer beam 300 and the inner beam 400.
  • the carriage 205 further comprises a pair of main rollers 206 each engaged in the carriage. one of the first carrying cable 3A and of the second carrying cable 9A of the forward channel.
  • the carriage 205 also includes the clamp 202 engaged with the outgoing strand 9A of the tractor cable.
  • the carriage 205 comprises a guide roller 208 mounted for rotation.
  • This guide roller 208 engages in a longitudinal gutter 120 of the curved rail 100.
  • This gutter 120 extends according to the general shape of the curved rail 100, here in two sections in portions of pseudo-spiral mutually connected by a section in arc. It is the engagement of the guide roller 208 in the gutter 120 which allows the lateral guidance of the vehicle 200 in the bend.
  • Each guide element 500 of the pulling cable here its outgoing strand 5A, carries a respective rotating roller 502 in which the pulling cable engages.
  • the guide elements 500 are mounted on a support structure, not shown, so as to be distributed over the bend. These elements 500 are positioned on the support structure such that their respective point of contact 504 with the outgoing strand 5A of the carrier cable is arranged along a determined profile. This profile corresponds to that described for the outbound strand 5A of the towing cable in relation to the figure 7 especially.
  • first sub-assembly 500-1 of elements 500 distributed so as to guide the going strand 5A of the traction cable on the input portion 5A-31 a second sub-assembly 500-2 of elements 500 distributed so as to guide the go strand 5A on the output portion 5A-32 and a third sub-assembly 500-3 of elements 500 distributed so as to guide the go strand 5A horizontally on the junction portion 5A-33.
  • a pair of guide elements 500-4 arranged upstream and downstream of the bend Vertical guidance is provided, in part at least, by an upstream roller
  • the outgoing strand 5A of the towing cable is guided in the bend according to a profile which generally follows a portion of the spiral at the input and a portion of the spiral at the output, these portions being mutually connected by a portion in an arc.
  • the going strand 5A of the cable follows a rectilinear profile.
  • the outbound strand 5A of the towing cable generally follows the trajectory of the center of inertia of the vehicle, in segments the ends of which are arranged along this trajectory.
  • rollers 502 of the guide elements 500 retract one after the other to allow the passage of the carriage 205 of the vehicle 200. Likewise, these rollers 502 return to their original position. one after the other after the passage of the carriage 205.
  • each roller 502 is provided by a respective mechanism, internal to the corresponding guide element 500.
  • this mechanism acts to retract the rollers 502 in an essentially rotary movement.
  • this mechanism retracts the rollers 502 in a translational movement.
  • Such a mechanism is for example described in FR 3,050,425 , cited purely by way of illustration and not by way of limitation.
  • a first curve 180 represents the trajectory of the center of inertia of a vehicle, for example the vehicle 200 described in relation to the preceding figures, along the bend.
  • the x axis corresponds to the general direction of the track upstream of the bend, at least close to the bend.
  • the y axis is perpendicular to the x axis in a horizontal plane.
  • a first portion 181 can be distinguished, from mark A to mark B, in the form of a portion of a spiral corresponding to the trajectory of the vehicle on a bend entry section, and a second portion 182, from mark C at the mark D, symmetrical with the first portion 181.
  • This second portion corresponds to the trajectory of the vehicle on a section exiting a turn.
  • a third portion 183 in an arc of a circle, corresponds to the trajectory of the vehicle on a junction section of the bend, between the entry and exit sections.
  • the E mark corresponds to the chord point of the turn.
  • a second curve 185 has been shown in dashed lines which represents a virtual trajectory in an arc of a circle for a similar bend (same place of entry, same place of exit).
  • a third curve 190 y represents the change in the angle of deviation Agl, expressed in degrees, of the center of gravity of the vehicle as a function of time t, expressed in seconds.
  • the vehicle is moving here at constant speed.
  • This speed can be the nominal speed of the towing cable or a reduced speed.
  • its value is of the order of a few meters per second, typically between 2 meters per second and 8 meters per second.
  • This third curve 190 comprises a first portion 191, from the mark A to the mark B, and a second portion 192, from the mark C to the mark D, which correspond respectively to the entry section of the turn and the section for the exit of the turn.
  • the deviation angle Agl evolves symmetrically over the first portion 191 and the second portion 192. On the third portion 193, the deviation angle Agl changes linearly. Such an evolution is characteristic of a trajectory in an arc of a circle described at constant speed.
  • the deviation angle reaches the value Alpha, which corresponds to the mutual inclination of the tracks upstream and downstream of the turn.
  • a fourth curve 200 y represents the change in the radius of curvature R, expressed in meters, of the curved trajectory of the center of gravity of the vehicle, as a function of the distance d traveled since entering the bend, expressed in meters.
  • This fourth curve 200 comprises a first portion 201, up to the mark B, and a second portion 202, from the mark C, which correspond respectively to the entry of turn section and to the exit of turn section.
  • the first portion 201 and the second portion 202 show a property of a spiral trajectory, which is to allow a continuous transition between an infinite radius of curvature and a finite value of radius, here a value R0.
  • the third portion 203 shows a constancy of the radius of curvature on the junction section, characteristic of a trajectory in an arc of a circle.
  • the radius of curvature is equal to the value R0, which corresponds to the radius of curvature at the end of the spiral portion (first portion 201) and at the start of the spiral portion (second portion 202).
  • a fifth curve 210 represents the evolution, since entering the bend (reference A), of the lateral acceleration Acc of the vehicle, expressed in g (9.8 meters per second at square), at the vehicle's center of gravity as a function of time t, expressed in seconds.
  • the vehicle is moving at constant speed.
  • This fifth curve 210 comprises a first portion 211, from the mark A to the mark B, and a second portion 212, from the mark C to the mark D, which correspond respectively to the entry section of the bend and the section for the exit of the bend.
  • the first portion 211 and the second portion 212 show that on the spiral portions, the vehicle undergoes an acceleration which increases, respectively decreases.
  • the third portion 213 shows a constancy of the acceleration Acc when the vehicle traverses the portion in an arc of a circle.
  • the lateral acceleration of the vehicle remains below a maximum acceleration value Amax along the bend.
  • This Amax value results, for example, from normative requirements.
  • a sixth curve 220 represents the temporal evolution of the jerk Jrk, that is to say of the temporal derivative of the lateral acceleration Acc, expressed in g per second (9.8 meters per second cubed), in the center gravity of the vehicle, from entering the bend (mark A) to exiting it (mark D).
  • the vehicle is moving at constant speed.
  • This sixth curve 220 comprises a first portion 221, from the mark A to the mark B, and a second portion 222, from the mark C to the mark D, which correspond respectively to the entry section of the turn and the section for the exit of the turn.
  • the first portion 221 and the second portion 222 show that on the spiral portions, the vehicle is subjected to constant jerk.
  • the third portion 223 shows that the jerk is zero when the vehicle traverses the portion in an arc of a circle.
  • This constancy of the jerk on the spiral portions is particularly useful for the sizing of a bend structure. It makes it possible to respect the relative standards at jerk or lateral acceleration limit values, while placing as close as possible to these values. This makes it possible to design a bend trajectory that can be traveled quickly, while respecting the standards in force. We can also see this as a means of optimizing the distance to be traveled to go from one straight section to another straight section, inclined horizontally with respect to the first, for a given angle of inclination and a given vehicle speed. .
  • the section of trajectory in an arc of a circle, which connects the sections in portions of a spiral is optional. This portion is nevertheless of interest as regards the comfort of the passengers of the vehicle. It can be advantageously designed so that the constant value of lateral acceleration, reached on the intermediate portion 213 of the curve 210, corresponds to a limit value of acceleration acceptable by the passengers, for example the value Amax.
  • the figures 15 to 17 further show that an intermediate circular arc path is useful for the implementation of the guide and rolling elements in the structure. Without this portion in an arc of a circle, the bend would be shorter but there would be no room for retracting the rollers 502 from the guide elements 500 for example, the latter generally having to comply with a limit value for the elementary angle of deviation of the traction cable on each roller 502.
  • the above description relates to the case of a lane deviation occurring in a generally horizontal plane, in particular when the portion of track upstream of the bend and the portion of lane downstream of the bend are located at substantially the same altitude.
  • Guidance of the vehicle then preferably takes place in a plane, in particular a horizontal plane.
  • the invention then provides for the vehicle to be guided along a trajectory, plane or not, which, in projection in a plane, for example a horizontal plane or a mean plane, follows a portion of a spiral, at least in part.
  • Curve 240 represents the bend corresponding to curve 230 seen in elevation in a first vertical plane 242. There can be seen a portion 244 which represents a vertical deviation section, or downstream end section, located in this first vertical plane 242. This first vertical plane 242 corresponds to the plane of the downstream range of cables.
  • Curve 250 represents the bend corresponding to curve 230 seen in elevation in a second vertical plane 252. There can be seen a portion 254 which represents an upstream vertical deviation section, or upstream end section, located in this second vertical plane 252 This second vertical plane 252 corresponds to the plane of the upstream cable span.
  • Curve 260 represents the bend in projection in a plane perpendicular to the z axis, therefore a horizontal plane.
  • a portion 262 which represents a section of lateral deviation, or central section. This section is located outside the projection plane. This section can be non-plane, or located in any plane.
  • the reference mark I marks a point at the interface between the downstream end section and the central section.
  • the reference mark II marks a point at the interface between the central section and the upstream end section.
  • the first horizontal line 270 and the second horizontal line 272 do not intersect.
  • the length of the vertical segment 280 represents the minimum geometric distance between the first horizontal line 270 and the second horizontal line 272. This distance represents the difference in level between the point of reference I and the point of reference II. It is the drop in the central section, in a way the drop in the bend.
  • the point of reference I and the point of reference II can be connected to each other by a first oblique straight line 290 in the first vertical plane 242 and a second oblique straight line 292 in the second vertical plane 252 so that a first angle 294 between the first oblique straight line 290 and the first horizontal straight line 270 is equal to a second angle 296 between the second oblique straight line 292 and the second horizontal straight line 272.
  • the first oblique line 290 and the second oblique line 292 intersect each other at a point (reference III) of the vertical segment 280.
  • the mean plane 300 is defined as the plane passing through the points of the reference marks I, II and II.
  • An overhead structure has been described which is respectively connected to an upstream section and to a downstream section of an overhead cable transport line and comprising at least one active lateral guide on at least a portion of the line, between the inlet and the exit, this portion generally extending along a portion of a spiral or pseudo-spiral, at least in projection in a mean plane.
  • the towing cable which is guided along a profile in the form of a portion of a spiral.
  • the supporting cables are guided according to any profile, since between entering and exiting the bend the vehicles run on a track made up of the outer and inner beams. What is important is that, along the bend, the vehicle's center of gravity travels through judiciously designed spiral-shaped portions, which allow the passage from an infinite radius of curvature to a determined radius of curvature while respecting jerk and / or lateral acceleration limit values.
  • the clamp which connects the vehicle to the towing cable is located substantially to the right of the center of inertia of this vehicle, this amounts to guiding this cable along portions of a spiral.
  • this cable should be guided along a portion of a pseudo-spiral, which is deduced from a theoretical curve of an orthogonal offset corresponding to the lateral offset between the clamp and the center of gravity.
  • a guide has been described which acts on the carriage of the vehicle. It is possible to envisage, as a replacement or in addition, a guiding of the vehicle which acts only by means of a guiding of the towing cable.
  • the guide in question can also act vis-à-vis the vehicle in the extension of the upstream portions of the carrier cable (s), for example by providing lateral guidance on the track.
  • masts An aerial turn structure carried by masts has been described. As a variant, it could be integrated into a station, or even suspended, without necessarily using masts.
  • each vehicle exits the grip of the towing cable entering a bend, or upstream of this entry, and returns to the grip of this cable when exiting a bend, or downstream of this outlet.
  • the clamp or the attachment of the vehicle is uncoupled from the towing cable and then reconnected to this towing cable.
  • the vehicle can be guided laterally in a manner analogous to what has been described above, in particular using a curved rail and / or outer and inner beams.
  • the towing cable can be deflected, at least laterally, independently of the path of the vehicle, according to any profile.
  • a spiral is characterized by a curvature which evolves linearly with the curvilinear abscissa, in particular between a straight line and a given curvature value. It is also characterized by a radius of curvature which evolves linearly with the inverse of this curvilinear abscissa.
  • the portions in question can, more generally, be shaped into portions of any curve of the family of radioids, or portion of radioid in short, or pseudo-radoid.
  • the curvature i.e. the inverse of the radius of curvature, varies continuously with the curvilinear abscissa, in particular between a straight line and a given curvature.
  • An aerial structure has been described for a cable car installation of the twin-cable type comprising at least one active vehicle guide, at least laterally, on a first portion at least of a curved intermediate section, this first portion generally extending along a portion. of radioid, or of pseudo-radioid, at least in projection in the horizontal plane, or an average plane which contains this entry and this exit, in combination of at least one guide of the towing cable, active between the entry and the exit , capable of deflecting this cable, at least laterally, on the first portion of the curved intermediate section, and of guiding the supporting cable (s), also active between the inlet and the outlet, and capable of deflecting this cable, at the less laterally on the first curved intermediate portion.
  • the resultant of the forces exerted by the cables, directed along the radial axis of the curve described, is balanced by an optimized structural diagram.
  • the resulting footprint is very low.
  • sliding of the supporting cable (s) along the longitudinal axis of the line is authorized, said sliding being made necessary by temperature variations and to increase the service life of the cable.
  • another aspect of the invention relates to an overhead structure for a cable car installation of the type comprising a towing cable and at least one carrying cable, the structure comprising an inlet and an outlet which connect respectively to an upstream section and a section.
  • the structure supporting a curved intermediate section, at least projecting into a horizontal plane of the transport path, between the entrance and the exit, and further comprising at less one active vehicle guidance, at least laterally, over at least part of the curved intermediate section, at least one guidance of the towing cable, active between the inlet and the outlet, capable of deflecting this cable, at least laterally, on the part of the curved intermediate section and at least one guide of the carrying cable, active between the inlet and the outlet, capable of deflecting this cable, at least laterally, on this part of the section Intermediate curved lesson.

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Claims (15)

  1. Luftseilbahnanlage, umfassend mindestens ein Zugseil (3A, 9A), mindestens ein Tragseil (5A, 5B), ein oder mehrere Fahrzeuge (200) und eine oberirdische Struktur (7), wobei die Struktur einen Eingang (A) und einen Ausgang (D) umfasst, die jeweils an einem bergseitigen Abschnitt (3A-1;5A-1;9A-1) und einem talseitigen Abschnitt (3A-2;5A-2;9A-2) angeschlossen sind, im Allgemeinen geradlinig, einer Beförderungslinie der Anlage, sowie einen Zwischenabschnitt, der mit dem Eingang (A) und dem Ausgang (D) verbunden ist, wobei der Zwischenabschnitt mindestens in der Projektion in einer horizontalen Ebene gekrümmt ist (3A-3;5A-3;9A-3) zwischen dem Eingang (A) und dem Ausgang (D), wobei die Struktur ferner umfasst:
    - mindestens eine aktive Fahrzeugführung, mindestens seitlich, an mindestens einem ersten Bereich (A;B) des gekrümmten Zwischenabschnitts (3A-3;5A-3;9A-3), und
    - mindestens eine Führung des Zugseils, die aktiv ist zwischen dem Eingang (A) und dem Ausgang (D) und in der Lage ist, dieses Seil mindestens seitlich umzulenken, zwischen diesem Eingang (A) und diesem Ausgang (D),
    dadurch gekennzeichnet, dass sich der erste Bereich (A;B) im Allgemeinen entlang eines Radioid-Bereichs oder Pseudo-Radioid-Bereichs erstreckt, mindestens in der Projektion in der horizontalen Ebene oder einer mittleren Ebene, die den Eingang und den Ausgang enthält, und dass die Struktur (7) noch mindestens eine Führung des Tragseils umfasst, die aktiv ist zwischen dem Eingang (A) und dem Ausgang (D) und in der Lage ist, dieses Seil mindestens seitlich umzulenken, zwischen diesem Eingang (A) und diesem Ausgang (D), und eine Laufbahn für die Fahrzeuge (200) der Linie (3A;5A;9A), zwischen dem Eingang (A) und dem Ausgang (D), wobei die Fahrzeuge mindestens in der Nähe des Eingangs (A) mit dem Tragseil außer Eingriff gebracht werden, um auf der Laufbahn zu rollen, und in der Nähe des Ausgangs (D) mit diesem Tragseil wieder in Eingriff gebracht werden.
  2. Anlage nach Anspruch 1, wobei die Führung des Zugseils in der Lage ist, dieses Seil entlang des ersten Bereichs (A;B) des gekrümmten Zwischenabschnitts (3A-3;5A-3;9A-3) zu führen.
  3. Anlage nach einem der Ansprüche 1 und 2, wobei die Fahrzeugführung ferner mindestens auf einen zweiten Bereich (C;D) einwirkt, des gekrümmten Zwischenabschnitts (3A-3;5A-3;9A-3), und jeweils der erste Bereich (A;B) und der zweite Bereich (C;D) erstrecken sich im Allgemeinen entlang eines Radioid-Bereichs oder Pseudo-Radioid-Bereichs, mindestens in der Projektion in der mittleren Ebene oder der horizontalen Ebene.
  4. Anlage nach Anspruch 3, wobei die Führung des Zugseils in der Lage ist, dieses Seil entlang des zweiten Bereichs (C;D) des gekrümmten Zwischenabschnitts (3A-3;5A-3;9A-3) zu führen.
  5. Anlage nach einem der Ansprüche 3 und 4, wobei der erste Bereich (A;B) und der zweite Bereich (C;D) des Zwischenabschnitts (3A-3;5A-3;9A-3) voneinander getrennt sind durch einen Zwischenbereich (B;C) und dieser Zwischenbereich (B;C) erstreckt sich entlang eines Kreisbereichs, mindestens in der Projektion in der mittleren Ebene oder der horizontalen Ebene, und die Führung wirkt auf diesen Zwischenbereich.
  6. Anlage nach einem der Ansprüche 3 bis 5, wobei sich der erste Bereich (A;B) und der zweite Bereich (C;D) des Zwischenabschnitts (3A-3;5A-3;9A-3) im Allgemeinen symmetrisch zueinander erstrecken.
  7. Anlage nach einem der vorhergehenden Ansprüche, wobei sich der erste Bereich (A;B) in der Nähe des Eingangs (A) befindet.
  8. Anlage nach einem der vorhergehenden Ansprüche, wobei die Führung des Zugseils in der Lage ist, dieses Seil mindestens seitlich umzulenken entlang des ersten Bereichs (A;B) des gekrümmten Zwischenabschnitts (3A-3; 5A-3; 9A-3).
  9. Anlage nach einem der vorhergehenden Ansprüche, wobei die Fahrzeugführung eine gekrümmte Schiene (100) umfasst, die sich mindestens teilweise entlang eines Radioid-Bereichs oder Pseudo-Radioid-Bereichs erstreckt, mindestens in der Projektion in der mittleren Ebene oder der horizontalen Ebene, mindestens auf dem ersten Bereich (A;B) des gekrümmten Zwischenabschnitts (3A-3;5A-3;9A-3), und Fahrzeuge (200) der Linie (3A;5A;9A) werden zwischen dem Eingang (A) und dem Ausgang (D) mit der gekrümmten Schiene (100) in Eingriff gebracht.
  10. Anlage nach einem der vorhergehenden Ansprüche, wobei sich mindestens ein Bereich (320-1;420-1) der Laufbahn (320;420) im Allgemeinen entlang eines Radioid-Bereichs oder Pseudo-Radioid-Bereichs erstreckt, mindestens in der Projektion in der mittleren Ebene oder der horizontalen Ebene, mindestens auf dem ersten Bereich (A;B) des gekrümmten Zwischenabschnitts (3A-3; 5A-3; 9A-3).
  11. Anlage nach Anspruch 10, wobei die Laufbahn (320;420) mindestens einen Träger (300;400) umfasst, der sich mindestens teilweise entlang eines Radioid-Bereichs oder Pseudo-Radioid-Bereichs erstreckt, mindestens in der Projektion in der mittleren Ebene oder der horizontalen Ebene.
  12. Anlage nach einem der Ansprüche 10 und 11, wobei die Laufbahn (320;420) mindestens eine Übergangszone (314;414) mit einem bergseitigen Abschnitt (3A-1, 9A-1) mindestens eines Tragseils (3A, 9A) umfasst und/oder einen talseitigen Abschnitt (3A-2, 9A-2) eines solchen Seils.
  13. Anlage nach einem der vorhergehenden Ansprüche, wobei die Führung des Zugseils eine Vielzahl von Elementen (500) umfasst, die mindestens entlang des ersten Bereichs (A;B) verteilt sind.
  14. Anlage nach Anspruch 12, wobei sich mindestens einige der Elemente (500) der Führung des Zugseils beim Vorbeifahren der Fahrzeuge (200) der Linie (3A;5A;9A) zurückziehen.
  15. Anlage nach einem der vorhergehenden Ansprüche, wobei der Radioid-Bereich oder Pseudo-Radioid-Bereich jeweils ein Klothoide-Bereich oder Pseudo-Klothoide-Bereich ist.
EP18205797.6A 2018-11-12 2018-11-12 Seilbahnanlage die eine struktur zum kurvenfahrt umfasst Active EP3650300B1 (de)

Priority Applications (5)

Application Number Priority Date Filing Date Title
ES18205797T ES2909597T3 (es) 2018-11-12 2018-11-12 Instalación de teleférico que comprende una estructura de curva
EP18205797.6A EP3650300B1 (de) 2018-11-12 2018-11-12 Seilbahnanlage die eine struktur zum kurvenfahrt umfasst
CA3118661A CA3118661A1 (fr) 2018-11-12 2019-11-07 Structure de virage et installation telepherique comprenant cette structure
PCT/EP2019/080607 WO2020099247A1 (fr) 2018-11-12 2019-11-07 Structure de virage et installation telepherique comprenant cette structure
US17/292,486 US20220105964A1 (en) 2018-11-12 2019-11-07 Cornering structure and cableway installation comprising this structure

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP18205797.6A EP3650300B1 (de) 2018-11-12 2018-11-12 Seilbahnanlage die eine struktur zum kurvenfahrt umfasst

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EP3650300A1 EP3650300A1 (de) 2020-05-13
EP3650300B1 true EP3650300B1 (de) 2022-01-05

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US (1) US20220105964A1 (de)
EP (1) EP3650300B1 (de)
CA (1) CA3118661A1 (de)
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WO (1) WO2020099247A1 (de)

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1207747B (it) * 1987-03-06 1989-06-01 Lettner S P A Impianto teleferico con deviazione del persorso della fune traente.
JP3021197B2 (ja) * 1992-08-03 2000-03-15 三菱重工業株式会社 ロープ駆動式交通システム
JP2625070B2 (ja) * 1992-11-25 1997-06-25 鹿島建設株式会社 循環式索道装置
JPH09240466A (ja) * 1996-03-06 1997-09-16 Nippon Cable Co Ltd 自動循環式索道の屈曲運行方法
DE19704825C2 (de) 1996-05-25 1998-03-12 Lord Ingrid Gleichzeitig in zwei Richtungen betriebene Seilbahn mit abgewinkelter Trassenführung
FR2882321B1 (fr) 2005-02-22 2007-05-04 Pomagalski Sa Station d'embarquement a haut debit pour un teleporteur de transport par un cable aerien
EP2072367A1 (de) * 2007-12-17 2009-06-24 Innova Patent GmbH Seilbahnanlage mit einem Trag- bzw. Förderseil
AT514815B1 (de) * 2013-09-26 2016-05-15 Innova Patent Gmbh Seilbahnanlage zur Beförderung von Personen bzw. Gütern
FR3050425B1 (fr) 2016-04-22 2019-06-28 Poma Installation de transport par cable
FR3052131B1 (fr) * 2016-06-07 2019-06-28 Poma Installation de transport aerien

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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WO2020099247A1 (fr) 2020-05-22
EP3650300A1 (de) 2020-05-13
ES2909597T3 (es) 2022-05-09
CA3118661A1 (fr) 2020-05-22
US20220105964A1 (en) 2022-04-07

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